Manual 830E AC-Ingles

CEBM016202
Shop
Manual
DUMP TRUCK
SERIAL NUMBERS A30001 & UP
®
NOTES:
Unsafe use of this machine may cause serious injury or death. Operators and maintenance per-
sonnel must read and understand this manual before operating or maintaining this machine.
This manual should be kept in or near the machine for reference, and periodically reviewed by all
personnel who will come into contact with it.
This material is proprietary to Komatsu America Corp (KAC), and is not to be reproduced, used, or dis-
closed except in accordance with written authorization from KAC.
It is the policy of the Company to improve products whenever it is possible and practical to do so. The
Company reserves the right to make changes or add improvements at any time without incurring any obli-
gation to install such changes on products sold previously.
Because of continuous research and development, periodic revisions may be made to this publication.
Customers should contact their local Komatsu distributor for information on the latest revision.
CALIFORNIA
Proposition 65 Warning
Diesel engine exhaust, some of its constituents, and certain vehicle
components contain or emit chemicals known to the State of California
to cause cancer, birth defects or other reproductive harm.
CALIFORNIA
Proposition 65 Warning
Battery posts, terminals and related accessories contain lead and lead
compounds, chemicals known to the State of California to cause cancer
and birth defects or other reproductive harm. Wash hands after handling.
NON-OEM PARTS IN CRITICAL SYSTEMS
For safety reasons, Komatsu America Corp. strongly recommends against the use
of non-OEM replacement parts in critical systems of all Komatsu equipment. Critical
systems include but are not limited to steering, braking and operator safety sys-
tems.
Replacement parts manufactured and supplied by unauthorized sources may not be

designed, manufactured or assembled to Komatsu's design specifications; accord-
ingly, use of such parts may compromise the safe operation of Komatsu products
and place the operator and others in danger should the part fail.
Komatsu is also aware of repair companies that will rework or modify an OEM part
for reuse in critical systems. Komatsu does not generally authorize such repairs or
modifications for the same reasons as noted above.
Use of non-OEM parts places full responsibility for the safe performance of the
Komatsu product on the supplier and user. Komatsu will not in any case accept
responsibility for the failure or performance of non-OEM parts in its products,
including any damages or personal injury resulting from such use.
FOREWORD
This Shop Manual is written for use by the service technician and is designed to help the technician become fully
knowledgeable of the truck and all its systems in order to keep it running and in production. All maintenance per-
sonnel should read and understand the materials in this manual before performing maintenance and/or operational
checks on the truck. All safety notices, warnings and cautions should be understood and followed when accom-
plishing repairs on the truck.
The first section covers component descriptions, truck specifications and safe work practices, as well as other gen-
eral information. The major portion of the manual pertains to disassembly, service and reassembly. Each major
serviceable area is dealt with individually. For example: The disassembly, service and reassembly of the radiator
group is discussed as a unit. The same is true of the engine and engine accessories, and so on through the entire
mechanical detail of the truck. Disassembly should be carried only as far as necessary to accomplish needed
repairs.
The illustrations used in this manual are, at times, typical of the component shown and may not necessarily depict
a specific model.
This manual shows dimensioning of metric (SI) and U.S. standard units throughout and all references to “Right”,
“Left”, “Front”, or “Rear” are made with respect to the operator's normal seated position, unless specifically stated
otherwise.
Standard torque requirements are shown in torque charts in the general information section and individual torques
are provided in the text in bold face type, such as 135 N·m (100 ft lbs) torque. All torque specifications have ±10%
tolerance unless otherwise specified.
A Product Identification plate is normally located on the truck frame in front of the right side front wheel and desig-
nates the Truck Model Number, Product Identification Number (vehicle serial number), and Maximum G.V.W.
(Gross Vehicle Weight) rating.
The KOMATSU Truck Model designation consists of three numbers and one letter (i.e. 830E). The three numbers
represent the basic truck model. The letter “E” designates an Electrical propulsion system.
The Product Identification Number (vehicle serial number) contains information which will identify the original man-
ufacturing bill of material for this unit. This complete number will be necessary for proper ordering of many service
parts and/or warranty consideration.
The Gross Vehicle Weight (GVW) is what determines the load on the drive train, frame, tires, and other compo-
nents. The vehicle design and application guidelines are sensitive to the total maximum Gross Vehicle Weight
(GVW) and this means the total weight: the Empty Vehicle Weight + the fuel & lubricants + the payload.
To determine allowable payload: Service all lubricants for proper level and fill fuel tank of empty truck (which
includes all accessories, body liners, tailgates, etc.) and then weigh truck. Record this value and subtract from the
GVW rating. The result is the allowable payload.
NOTE: Accumulations of mud, frozen material, etc. become a part of the GVW and reduces allowable
payload. To maximize payload and to keep from exceeding the GVW rating, these accumulations should
be removed as often as practical.
Exceeding the allowable payload will reduce expected life of truck components.
A00040 8/06 Introduction A-1

This “ALERT” symbol is used with the signal words,
“DANGER”, “WARNING”, and “CAUTION” in this man-
ual to alert the reader to hazards arising from improper
operating and maintenance practices.
“DANGER” identifies a specific potential hazard WHICH WILL

RESULT IN EITHER INJURY OR DEATH if proper precautions
are not taken.
“WARNING” identifies a specific potential hazard WHICH

MAY RESULT IN EITHER INJURY OR DEATH if proper precau-
tions are not taken.
“CAUTION” is used for general reminders of proper safety

practices OR to direct the reader’s attention to avoid unsafe
or improper practices which may result in damage to the
equipment.
A-2 Introduction 8/06 A00040

TABLE OF CONTENTS
SUBJECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .SECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A
STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B
ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C
ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D
ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E
DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G
HYDRAIR® II SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L
OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M
OPERATOR'S CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Q
SYSTEM SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R
A00040 8/06 Introduction A-3

KOMATSU MODEL 830E-AC TRUCK
A-4 Introduction 8/06 A00040

SECTION A
GENERAL INFORMATION
INDEX
MAJOR COMPONENTS & SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
GENERAL SAFETY AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3
WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4
STANDARD TORQUE CHARTS AND CONVERSION TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5
STORAGE PROCEDURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A7
A01001 02/94 Index A1-1

NOTES
A1-2 Index 02/94 A01001

MAJOR COMPONENT DESCRIPTION
Truck And Engine Operator's Cab
The 830E-AC Dump Truck is an off-highway, rear The operator cab has been engineered for operator
dump truck with AC Electric Drive. The gross vehicle comfort and to allow for efficient and safe operation
weight is 385 852 kg (850,650 lbs.). The engine is a of the truck. The cab provides wide visibility, with an
Komatsu SDA16V160 rated @ 1865 kW (2500 HP). integral 4-post ROPS/FOPS structure, and an
advanced analog operator environment. It includes a
tinted safety-glass windshield and power-operated
Alternator (G.E. GTA-41) side windows, a deluxe interior with a fully adjustable
The diesel engine drives an in-line alternator at seat with lumbar support, a fully adjustable tilt/tele-
engine speed. The alternator produces AC current scope steering wheel, controls mounted within easy
which is rectified to DC within the main control cabi- reach of the operator, and an analog instrument
net. The rectified DC power is converted back to AC panel which provides the operator with all instru-
by groups of devices called "inverters", also within ments and gauges which are necessary to control
the main control cabinet. Each inverter consists of six and/or monitor the truck's operating systems.
"phase modules" under the control of a "gate drive
unit" (GDU). The GDU controls the operation of each Power Steering
phase module.
The truck is equipped with a full time power steering
Cooling air for the control / power group and wheel system which provides positive steering control with
motors, as well as the alternator itself, is provided by minimum operator effort. The system includes nitro-
dual fans mounted on the alternator shaft. gen-charged accumulators which automatically pro-
vide emergency power if the steering hydraulic
AC Induction Traction Motorized Wheels pressure is reduced below an established minimum.
The alternator output supplies electrical energy to the
two wheel motors attached to the rear axle housing.
Dynamic Retarding
The motorized wheels use three-phase AC induction The dynamic retarding is used to slow the truck dur-
motors with full-wave AC power. ing normal operation or control speed coming down a
grade. The dynamic retarding ability of the electric
The two wheel motors convert electrical energy back
system is controlled by the operator through the acti-
to mechanical energy through built-in gear trains
vation of the retarder pedal in the operators cab and
within the wheel motor assembly. The direction of the
by setting the RSC (Retarder Speed Control).
wheel motors is controlled by the directional control
Dynamic Retarding is automatically activated, if the
lever located on the center console.
truck speed goes to a preset overspeed setting.
Suspension Brake System
HYDRAIR®II suspension cylinders located at each
The braking system consists of an all hydraulic actu-
wheel provide a smooth and comfortable ride for the
ation system. Depressing the brake pedal actuates
operator and dampens shock loads to the chassis
wheel-speed single disc front brakes and armature-
during loading and operation.
speed dual disc rear brakes. The brakes can also be
activated by operating a switch on the instrument
panel. The brakes will be applied automatically if sys-
tem pressure decreases below a preset minimum.
The parking brake is integral with the service brake
caliper, and is spring-applied and hydraulically-
released. The park brake is applied by moving the
directional control lever to the PARK position.
A02073 3/06 Major Component Description A2-1

830E MAJOR COMPONENTS
A2-2 Major Component Description 3/06 A02073

SPECIFICATIONS
These specifications are for the standard Komatsu SERVICE CAPACITIES
830E-AC Truck. Customer Options may change this . . . . . . . . . . . . . . . . . . . . . . . . . . . Liters. (U.S. Gal.)
listing. Crankcase * . . . . . . . . . . . . . . . . . 280.0. . . . . (74.0)
* Includes Lube Oil Filters
ENGINE Cooling System . . . . . . . . . . . . . . . . 568. . . . . (150)
Komatsu SDA16V160 Fuel . . . . . . . . . . . . . . . . . . . . . . . . 4542. . . . (1200)
(Optional SSDA16V160) Hydraulic System . . . . . . . . . . . . . . . 946. . . . . (250)
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Hydraulic Tank . . . . . . . . . . . . . . . . . 901. . . . . (238)
Operating Cycle. . . . . . . . . . . . . . . . . . . . . . 4-Stroke Wheel Motor Gear Box (each) . . . . . . 38. . . . . . (10)
Rated Brake HP. . . . 1865 kW (2500 hp)@ 1900 rpm
HYDRAULIC SYSTEMS*
Flywheel HP . . . . . 1761 kW (2360 hp) @ 1900 rpm
Weight* (Wet) 9 608 kg (21,182 lbs) Pumps
* Weight does not include Radiator, Sub-frame, or Hoist . . . . . . . . . . . . . . . . . . . . . Tandem Gear Pump
Alternator Rated @ . . . . . 851 lpm (225 gpm) @ 1900 rpm and
. . . . . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi)
Steering/Brake . . . . . Pressure Compensating Piston
Rated @ . . . . . . .246 lpm (65 gpm) @ 1900 rpm and
AC ELECTRIC DRIVE SYSTEM
. . . . . . . . . . . . . . . . . . . . . . . .18 961 kPa (2,750 psi)
(AC/DC Current)
System Relief Pressures
Alternator . . . . . . . . . . . . General Electric GTA - 41
Hoist . . . . . . . . . . . . . . . . . . . .17 240 kPa (2,500 psi)
Dual Impeller, In-Line Blower 255 m3/min (9000 cfm) Steering/Brakes . . . . . . . . . . .27 580 kPa (4,000 psi)
Motorized Wheels . . . GEB25 AC Induction Traction Hoist Cylinders (2) . . . . . . . . . . . . . . . . . . . . 3-Stage
Motors Tank (Vertical/Cylindrical) . . . . . . . Non-Pressurized
Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.875:1 Filtration . . . . . . . . . . . . in-line replaceable elements
Maximum Speed* . . . . . . . . . 64.5 km/h (40 mph) Suction . . . . . . . . . . . .Single, Full Flow, 100 Mesh
(*w/40.00-57 Tires and 31.875:1 gear train) Hoist & Steering . . . . . . . . Full Flow, Dual In-Line,
*NOTE: Wheel motor application depends upon GVW, haul road . . . . . . . . . . . High Pressure Beta 12 Rating =200
grade and length, rolling resistance, and other parameters.
Komatsu & G.E. must analyze each job condition to assure proper *With Quick Disconnects for powering disabled truck
application. and system diagnostics.
DYNAMIC RETARDING
SERVICE BRAKES
Electric Dynamic Retarding . . . . . . . . . . . . . Standard
Actuation . . . . . . . . . . . . . . . . . . . . . . . .All Hydraulic
Maximum Rating . . . . . . . . . . . . . 2983 kW (4000 hp)
Front . . . . . . . . . . . . . . . . Wheel Speed, Single Disc
Inboard Mounted . . . . . . . . . . . . . . . . . 3 Calipers
24 VDC ELECTRIC SYSTEM Disc Diameter, O.D. . . . . . . . 1213 mm (47.75 in.)
Batteries . . . . 4 x 8D 1450 CCA, 12 volt batteries in Rear . . . . . . . . . . . . . . . Armature Speed, Dual Disc
Series/Parallel w/Disconnect Switch Disc Diameter, O.D. . . . . . . . . 635 mm (25.00 in.)
Alternator . . . . . . . . . . . 24 Volt, 260 Ampere Output Emergency Brake-Automatically Applied (Standard)
Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Volt Wheel Brake Lock . . . . . . Manual Switch on Panel
Cranking Motors (2). . . . . . . . . . . . . . . . . . . . 24 Volt . . . . . . . . . . . . . . . . . . . . . . . (Loading and Dumping)
DISC PARKING BRAKE

Each Rear Wheel . . . . . Integral with Service Caliper
. . . . . . . . . . .Spring Applied, Hydraulically Released
STEERING
Turning Circle - Front Wheel Track . . 28.4 m (93 ft.)
Twin hydraulic cylinders with accumulator assist to
provide constant rate steering. Emergency power
steering automatically provided by accumulators.
A02073 3/06 Major Component Description A2-3

DUMP BODY CAPACITIES AND DIMENSIONS WEIGHT DISTRIBUTION
Standard, Heaped @ 2:1 (SAE) . . 147 m3 (193 yd3)
Empty Vehicle . . . . Kilograms. . . . . . . . (Pounds)
Struck . . . . . . . . . . . . . . . . . . . . . 117 m3 (153 yd3)
Front Axle . . . . . . . . . . . 82 747. . . . . . . . (182,426)
Loading Height Empty . . . . . . . . 6.61 m (21 ft. 8 in.)
Rear Axle. . . . . . . . . . . . 82 902. . . . . . . . (182,768)
Dumping Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Non-heated body w/exhaust mufflers . . . . . Standard Total (100% fuel) . . . . . 165 649. . . . . . . . (365,194)
Standard Komatsu body 27 669. . . . . . . . . (61,000)
Standard tire weight . . . 21 081. . . . . . . . . (46,476)
TIRES
Radial Tires (standard) . . . . . . . . . . . . . . . 40.00 R57 Loaded Vehicle . . . Kilograms. . . . . . . . (Pounds)
Optional Tires . . . . . . . . . . . . . . . . . . . . . . 46/90 R57 Front Axle . . . . . . . . . . 127 330. . . . . . . . (280,715)
Rock Service, Deep Tread . . . . . . . . . . . . . Tubeless Rear Axle. . . . . . . . . . . 258 522. . . . . . . . (569,935)
Rims, standard 5 piece. . Rated to 827 kPa (120 psi)
Total * . . . . . . . . . . . . . 385 852. . . . . . . . (850,650)
Nominal Payload *. . . . 220 199. . . . . . . . (485,456)
. . . . . . . . . . . . . (242 U.S. Ton)
*Nominal payload is defined by Komatsu America

Corporation’s payload policy documentation. In gen-
eral, the nominal payload must be adjusted for the
specific vehicle configuration and site application.
The figures above are provided for basic product
description purposes. Please contact your Komatsu
distributor for specific application requirements.
OVERALL TRUCK DIMENSIONS

(Empty with Standard Body)
Length . . . . . . . . . . . . . . . . . . . . . . . . . . 14.4 m (47 ft. 3 in.)
Width . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.32 m (24 ft. 0 in.)
Height with Canopy . . . . . . . . . . . . . . . . 6.96 m (22 ft. 10 in.)
Height with Dump Body Up . . . . . . . . . . 13.52 m (44 ft. 4 in.)
Turning Circle (on front track) . . . . . . . . 28.4 m (93 ft. 0 in.)
A2-4 Major Component Description 3/06 A02073

SECTION A3
GENERAL SAFETY AND OPERATING INSTRUCTIONS
INDEX
GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
PRECAUTIONS FOR TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6
OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-10
WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11
PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12
DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-15
ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16
WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17
SPECIAL PRECAUTIONS FOR WORKING ON A 830E-AC TRUCK . . . . . . . . . . . . . . . . . . . . . . . . A3-18
TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
WALK AROUND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21
ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-25
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26
MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27
STARTING ON A GRADE WITH A LOADED TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
PASSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
DUMPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28
SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30
SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31
A03030 3/06 General Safety and Operating Instructions A3-1

DELAYED ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-32
EMERGENCY STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33
DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34
TOWING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-35
RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36
A3-2 General Safety and Operating Instructions 3/06 A03030

GENERAL SAFETY
Safety records of most organizations will show that Clothing And Personal Items
the greatest percentage of accidents are caused by
• Avoid wearing loose
unsafe acts of persons. The remainder are caused
clothing, jewelry,
by unsafe mechanical or physical conditions. Report and loose long hair.
all unsafe conditions to the proper authority. They can catch on
The following safety rules are provided as a guide for controls or in moving
parts and cause
the operator. However, local conditions and regula-
serious injury or
tions may add many more to this list.
death. Additionally,
never wear oily
clothes as they are
flammable.
Read and follow all safety precautions. Failure to

do so may result in serious injury or death. • Wear a hard hat, safety glasses, safety shoes, a
mask and gloves when operating or maintaining
Safety Rules a machine. Always wear safety goggles, a hard
hat and heavy gloves if your job involves
• Only trained and authorized personnel can scattering metal chips or minute materials. This
operate and maintain the machine. is particularly important when driving pins with a
• Follow all safety rules, precautions and hammer or when cleaning air cleaner elements
instructions when operating or performing with compressed air. Also, ensure that the work
maintenance on the machine. area is free of other personnel during such tasks.
• When working with another operator or a person Unauthorized Modification

on work site traffic duty, ensure all personnel
understand all hand signals that are to be used. • Any modification made to this vehicle without
authorization from Komatsu America Corp. can
Truck Safety Features possibly create hazards.
• Ensure all guards and covers are in their proper • Before making any modification, consult your
position. Repair any damaged guards and authorized regional Komatsu America Corp.
covers. (See Walk-Around Inspection, later in distributor. Komatsu will not be responsible for
this section.) any injury or damage caused by any
unauthorized modification.
• Learn the proper use of safety features such as
safety locks, safety pins, and seat belts. Always Leaving The Operator’s Seat
use these safety features, properly.
While leaving the operator's seat, DO NOT touch any
• Never remove any safety features. Always keep controls. To prevent accidental operations from
safety features in good operating condition. occurring, always perform the following:
• Improper use of safety features may result in
• Move the shift control lever/switch to NEUTRAL
serious bodily injury or death.
and apply the parking brake.
• Lower the dump body, and move the hoist control
lever to the FLOAT position.
• Stop the engine. When exiting the machine,
always lock compartments, and take the keys
with you to prevent entry from unauthorized
persons.

Mounting And Dismounting Precautions For High Temperature Fluids
• Never jump on or off the machine. Never climb • Immediately after machine
on or off a machine while it is moving. operation, engine coolant,
engine oil, and hydraulic oil are
• When climbing on or off a machine, face the at high temperatures and are
machine and use the hand-hold and steps. pressurized. If the cap is
• Never hold any control levers when getting on or removed, the fluids drained, the
off a machine. filters are replaced, etc., there
is danger of serious burns. Allow heat and
• Always maintain three-point contact with the pressure to dissipate before performing such
hand-holds and steps to ensure that you support tasks and follow proper procedures as outlined in
yourself. the service manual.
• When bringing tools up to the operating deck, • To prevent hot coolant from spraying:
always pass them by hand or pull them up by
rope. 1. Stop the engine, and wait for the coolant tem-
perature to decrease.
• If there is any oil, grease, or mud on the hand-
holds or steps, wipe them clean immediately. 2. Depress the pressure relief button on the radia-
Always keep these components clean. Repair tor cap.
any damage and tighten any loose bolts. 3. Turn the radiator cap slowly to allow pressure to
dissipate.
• Use the handrails and steps marked by arrows in • To prevent hot engine oil spray:
the diagram below when getting on or off the 1. Stop the engine.
machine.
2. Wait for the oil temperature to cool down.
3. Turn the cap slowly to allow pressure to dissi-
pate.
Asbestos Dust Hazard Prevention

Asbestos dust is hazardous to
your health when inhaled. If you
handle materials containing
asbestos fibers, follow the
guidelines below:
• Never use compressed air
for cleaning.
Fire Extinguishers And First Aid Kits
• Use water for cleaning and to control dust.
• Ensure fire extinguishers
are accessible and • Operate the machine or perform tasks with the
proper usage techniques wind to your back, whenever possible.
are known.
• Use an approved respirator, when necessary.
• Provide a first aid kit at
the storage point.
• Know what to do in the event of a fire.
• Keep the phone numbers of persons you should
contact in case of an emergency on hand.

Fire Prevention For Fuel And Oil • When modifying or repairing the ROPS, always
consult your nearest Komatsu distributor.
• Fuel, oil, and antifreeze can be ignited by a
flame. These fluids are extremely flammable and • Even with the ROPS installed, the operator must
hazardous. always use the seat belt when operating the
machine.
• Keep flames away from flammable fluids.
• Stop the engine while refueling.
• Never smoke while refueling Preventing Injury From Work Equipment
• Tighten all fuel and oil tank caps securely. • Never position any part of your body between
movable parts such as the dump body, chassis
• Refuel and maintain oil in well ventilated areas. or cylinders. If the work equipment is operated,
• Keep oil and fuel in a designated location. DO clearances will change and may cause serious
NOT allow unauthorized persons to enter. bodily injury or death.
Precautions For Optional Attachments

• When installing and using optional equipment,
read the instruction manual for the attachment
and the information related to attachments in this
manual.
• DO NOT use attachments that are not authorized
by Komatsu, or the authorized regional Komatsu
distributor. Use of unauthorized attachments
could create a safety problem and adversely
affect the proper operation and useful life of the
machine.
• Any injuries, accidents, and product failures
resulting from the use of unauthorized
attachments will not be the responsibility of
Komatsu America Corp., or the authorized
regional Komatsu distributor.
ROPS Precautions
• The Rollover Protection Structure (ROPS) must
be properly installed for machine operation. Precautions When Starting The Machine
• The ROPS is intended to protect the operator if • Start the engine from the
the machine should roll over. It is designed not operator’s seat, only.
only to support the load of the machine, but also
to absorb the energy of the impact. • Never attempt to start the
engine by shorting across the
• ROPS structures installed on equipment starter terminals. This may
manufactured and designed by Komatsu fulfills cause fire, or serious injury or
all of the regulations and standards for all death to anyone in the
countries. If it is modified or repaired without machine’s path.
authorization from Komatsu, or is damaged
when the machine rolls over, the strength of the
structure will be compromised and will not be
able to fulfill its intended purpose. Optimum
strength of the structure can only be achieved if it
is repaired or modified as specified by Komatsu.

PRECAUTIONS FOR TRUCK OPERATION Fire Prevention
Safety Is Thinking Ahead • Remove all wood chips,

leaves, paper and other
Prevention is the best safety program. Prevent a flammable items
potential accident by knowing the employer's safety accumulated in the engine
requirements and all necessary job site regulations. compartment, as they could
In addition, know the proper use and care of all the cause a fire.
safety equipment on the truck. Only qualified opera- • Check fuel, lubrication, and hydraulic systems for
tors or technicians may attempt to operate or main- leaks. Repair any leaks. Clean any excess oil,
tain a Komatsu machine. fuel or other flammable fluids, and dispose of
properly.
Safe practices start before the operator gets to the
equipment! • Ensure a fire extinguisher is present and in
proper working condition.
• DO NOT operate the machine near open flames.
Safety At The Worksite
• When walking to and from a truck, maintain a
safe distance from all machines even when the Preparing For Operation
operator is visible. • Always mount and dismount while facing the
• Before starting the engine, thoroughly check the truck. Never attempt to mount or dismount the
area for any unusual conditions that could be truck while it is in motion. Always use handrails
dangerous. and ladders when mounting or dismounting the
truck.
• Examine the road surface at the job site and
determine the best and safest method of • Check the deck areas for debris, loose hardware,
operation. and tools. Check for people and objects that
remain on or around the truck.
• Choose an area where the ground is as
horizontal and firm as possible before performing • Become familiar with and use all protective
the operation. equipment devices on the truck and ensure that
these items (anti-skid material, grab bars, seat
• If you need to operate on or near a public road, belts, etc.) are securely in place.
protect pedestrians and cars by designating a
person for work site traffic duty or by installing
fences around the work site.
Ventilation For Enclosed Areas
• The operator must personally check the work
position, the roads to be used, and existence of • If it is necessary to start the
obstacles before starting operations. engine in an enclosed area,
provide adequate ventilation.
• Always determine the travel roads to be used at Exhaust fumes from the
the work site. Travel roads must be maintained in engine can kill.
order to ensure safe machine travel.
• If travel through wet areas is necessary, check
the depth and flow of water before crossing the
shallow parts. Never drive through water which
exceeds the permissible water depth.

Mirrors, Windows, And Lights OPERATING THE MACHINE
• Remove any dirt from the surface of the Starting The Engine
windshield, cab windows, mirrors and lights.
Good visibility may prevent an accident. • NEVER ATTEMPT TO START THE MACHINE
BY SHORTING ACROSS THE STARTER
• Adjust the mirrors to a position where the TERMINALS. This may cause fire, or serious
operator can see best from the operator's seat. injury or death to anyone in machine’s path.
• Ensure headlights, work lights and taillights are in • NEVER start the engine if a warning tag has
proper working order. Ensure that the machine is been attached to the controls.
equipped with the proper work lamps needed for
the operating conditions. • When starting the engine, sound the horn as an
alert.
• Replace any broken mirrors, windows or lights.
• Start and operate the machine only while seated
in the operator’s seat.
In The Operator’s Cab - Before Starting The • DO NOT allow any unauthorized persons in the
Engine operator's compartment or any other place on
the machine.
• DO NOT leave tools or spare parts lying around
or allow trash to accumulate in the cab of the
truck. Keep all unauthorized reading material out
of the truck cab. Truck Operation - General
• Keep the cab floor, controls, steps, and handrails • WEAR SEAT BELTS AT ALL TIMES.
free of oil, grease, snow, and excess dirt. • Only authorized persons are allowed to ride in
• Check the seat belt, buckle and hardware for the truck. Passengers must be in the cab and
damage or wear. Replace any worn or damaged belted in the passenger seat.
parts. Always use the seat belts when operating • DO NOT allow anyone to ride on the decks or on
a machine. the steps of the truck.
• Read and understand the contents of the • DO NOT allow anyone to get on or off the truck
Operation & Maintenance manual. Read safety while it is in motion.
and operating instructions with special attention.
Become thoroughly acquainted with all gauges, • DO NOT move the truck in or out of a building
instruments and controls before attempting without a signal person present.
operation of the truck.
• Know and obey hand signal communications
• Read and understand the WARNING and between the operator and spotter. When other
CAUTION decals in the operator's cab. machines and personnel are present, the
operator should move in and out of buildings,
• Ensure the steering wheel, horn, controls and loading areas and through traffic, under the
pedals are free of any oil, grease or mud. direction of a signal person. Courtesy at all
• Check operation of the windshield wiper, times is a safety precaution!
condition of wiper blades, and check the washer • Immediately report any adverse conditions on
fluid reservoir level. haul road, pit or dump area that may cause an
• Be familiar with all steering and brake system operating hazard.
controls, warning devices, road speeds and
loading capabilities, before operating the truck.

• Check for flat tires periodically during a shift. If Traveling In The Truck
the truck has been operating on a “flat”, the truck
must not be parked indoors until the tire cools. If • When traveling on rough ground, travel at low
the tire must be changed, DO NOT stand in front speeds. When changing direction, avoid turning
of the rim and locking ring when inflating a tire suddenly.
mounted on the machine. Observers should not • Lower the dump body and move the dump lever
be permitted in the area and should be kept to the FLOAT position before traveling.
away from the side of such tires.
• If the engine should stop when the machine is in
motion, the emergency steering system will be
activated. Apply the brakes immediately and stop
the machine as quickly and safely as possible
(off of the haul road, if possible). Apply the
parking brake.
A tire and rim assembly may explode if subjected
to excessive heat. Personnel must move to a Precautions When Traveling In Reverse
remote or protected location if there is a fire near
the tire and wheel area or if the smell of burning Before operating the
rubber or excessively hot brakes is evident. machine or work equip-
ment, do as follows:
If the truck must be approached, such as to fight
a fire, those personnel must do so only while fac-
ing the tread area of the tire (front or back),
unless protected by use of large heavy equip- • Ensure the backup alarm works properly.
ment as a shield. Stay at least 50 ft. (15 m) from • Sound the horn to warn people in the area.
the tread of the tire.
• Check for personnel near the machine. Do a
thorough check behind the machine.
In the event of fire in the tire and wheel area
(including brake fires), stay away from the truck • When necessary, designate a person to watch
for at least 8 hours or until the tire and wheel are the area for the truck operator. This is particularly
cool. necessary when traveling in reverse.
• Keep serviceable fire fighting equipment on • When operating in hazardous areas and areas
hand. Report used extinguishers for replacement with poor visibility, designate a person to direct
or refilling. work site traffic.
• Always apply the parking brake when the truck is • DO NOT allow any one to enter the line of travel
parked and unattended. DO NOT leave the truck of the machine. This rule must be strictly obeyed
unattended while the engine is running. even with machines equipped with a back-up
alarm or rear view mirror.
• Park the truck a safe distance away from other
vehicles as determined by the supervisor.
• Stay alert at all times! In the event of an
emergency, be prepared to react quickly and
avoid accidents. If an emergency arises, know
where to get prompt assistance.

Traveling On Slopes Avoid Damage To The Dump Body
• Traveling on slopes could result in the machine • When working in tunnels, on bridges, under
tipping over or slipping. electric cables, or when entering an enclosed
area where there are height limits, always use
• DO NOT change direction on slopes. To ensure extreme caution. The dump body must be
safety, drive to level ground before turning. completely lowered before driving.
• DO NOT travel up and down on grass, fallen
leaves, or wet steel plates. These materials may
make the machine slip on even the slightest
slope. Avoid traveling sideways, and always
keep travel speed low. Driving with a raised dump body or raising the
dump body in an enclosed area, may result in
• When traveling downhill, use the retarder to
serious damage and bodily injury or death.
reduce speed. DO NOT turn the steering wheel
suddenly. DO NOT use the foot brake except in Always drive with the dump body resting on the
an emergency. frame.
• If the engine should stop on a slope, apply the

service brakes to fully and stop the machine.
Apply the parking brake after the machine has Driving Near High Voltage Cables
stopped. • Driving near high-voltage cables can cause
electric shock. Always maintain the safe
Ensuring Good Visibility
distances between the machine and the electric
• When working in dark places, install work lamps cable as listed below.
and head lamps.
Voltage Minimum Safe Distance
• Discontinue operations if visibility is poor, such
6.6 kV 3m 10 ft.
as in mist, snow, or rain. Wait for the weather to
improve to allow the operation to be performed 33.0 kV 4m 14 ft.
safely. 66.0 kV 5m 17 ft.
Operating On Snow 154.0 kV 8m 27 ft.
275.0 kV 10 m 33 ft.
• When working on snowy or icy roads, there is
danger that the machine may slip to the side on The following actions are effective in preventing acci-
even the slightest slope. Always travel slowly
dents while working near high voltages:
and avoid sudden starting, turning, or stopping in
these conditions. • Wear shoes with rubber or leather soles.
• Be extremely careful when clearing snow. The • Use a signalman to give warning if the machine
road shoulder and other objects are buried in the approaches an electric cable.
snow and cannot be seen. When traveling on
snow-covered roads, always install tire chains. • If the work equipment should touch an electric
cable, the operator should not leave the cab.
• When performing operations near high voltage
cables, DO NOT allow anyone to approach the
machine.
• Check with the electrical maintenance
department about the voltage of the cables
before starting operations.

When Loading The Truck TOWING
• Ensure the surrounding area is safe. If so, stop Improper towing methods may lead to serious per-
the machine in the correct loading position and sonal injury and/or damage.
evenly load the body.
• Tow with a solid tow bar. Do not tow with a cable.
• DO NOT leave the operator's seat during the
loading operation. • Use a towing device with ample strength for the
weight of this machine.
When Dumping • Never tow a machine on a slope.
• Before dumping, check that there is no person or • When connecting a machine to be towed, DO
objects behind the machine. NOT allow anyone to go between the tow
• Stop the machine in the desired location. Check machine and the disabled machine.
again for persons or objects behind the machine. • Set the coupling of the disabled machine in a
Give the determined signal, then slowly operate straight line with the towing portion of the tow
the dump body. If necessary, use blocks for the machine, and secure it in position.
wheels or position a flagman.
• DO NOT stand next to the towing device while
• When dumping on slopes, machine stability is the truck is moving.
poor and there is danger of tip over. Always
perform such operations using extreme care. (For towing method, see the Operation and Mainte-
nance Manual, Section 30, Operating Instructions -
• Never travel with the dump body raised. Towing.)
Working On Loose Ground
• Avoid operating the machine near cliffs,
overhangs, and deep ditches. If these areas
collapse, the machine could fall or tip over and
result in serious injury or death. Remember that
ground surfaces in these areas may be
weakened after heavy rain or blasting.
• Freshly laid soil and the soil near ditches is loose.
It can collapse under the weight or vibration of
the machine. Avoid these areas whenever
possible.
Parking The Machine

• Choose a horizontal road surface to park the
machine. If the machine must be parked on a
slope, put blocks under all the wheels to prevent
the machine from moving.
• When parking on public roads, provide fences,
flags or lights, on the machine to warn
pedestrians and other vehicles. Ensure that the
machine, flags, or lights DO NOT obstruct the
traffic.
Before leaving the machine, lower the dump body
fully, activate the parking brake, stop the engine, and
lock everything. Always take the key with you.

WORKING NEAR BATTERIES Jump Starting With Booster Cables
Battery Hazard Prevention • Always wear safety glasses or goggles when

starting the machine with booster cables.
• Battery electrolyte contains sulfuric acid and can
quickly burn the skin and eat holes in clothing. If • While jump starting with another machine, DO
electrolyte comes in contact with skin, NOT allow the two machines to touch.
immediately flush the area with water. • Be sure to connect the
• Battery acid can cause blindness if splashed into positive (+) cable first
the eyes. If acid gets into the eyes, flush them when installing booster
immediately with large quantities of water and cables. Disconnect the
see a doctor immediately. ground or negative (-)
cable first during removal.
• If acid is accidentally ingested, drink a large
quantity of water, milk, beaten eggs or vegetable • If any tool touches
oil. Call a doctor or poison prevention center between the positive (+) terminal and the
immediately. chassis, it will cause sparks. Always use caution
when using tools near the battery.
• Always wear safety glasses or goggles when
working with batteries. • Connect the batteries in parallel: positive to
positive and negative to negative.
• Batteries generate hydrogen gas. Hydrogen gas
is very explosive and is easily ignited with a small • When connecting the ground cable to the frame
spark of flame. of the disabled machine, connect the ground as
far as possible from the battery.
• Batteries generate hydrogen gas. Hydrogen gas

is very EXPLOSIVE, and is easily ignited with a
small spark or flame.
• Before working with batteries, stop the engine
and turn the key switch to the OFF position.
• Avoid short-circuiting the battery terminals
through accidental contact with metallic objects,
such as tools, across the terminals.
• When removing or installing a battery, positively
identify the positive (+) terminal and negative (-)
terminal and use precautions not to short circuit
the terminals.
• Tighten battery caps securely.
• Tighten battery terminals securely. Loose
terminals can generate sparks and lead to an
explosion.

PRECAUTIONS FOR MAINTENANCE
BEFORE PERFORMING MAINTENANCE Securing The Dump Body
Stopping The Engine Before Service

• Before performing inspections or maintenance,
stop the machine on firm flat ground, lower the
dump body, stop the engine and apply the
parking brake. Put blocks under the wheels. Any time personnel are required to perform main-
tenance on the vehicle with the dump body in the
• If the engine must be operated during service,
always move the shift control lever to the raised position, the body-up retention cable
NEUTRAL position and apply the parking brake. MUST be installed.
Always perform this work with two people. One
person must sit in the operator's seat to stop the
engine if necessary. Never move any controls
not related to the task at hand during these
situations.
• When servicing the machine, use care not to
touch any moving parts. Never wear loose
clothing.
• When performing service with the dump body
raised, always place the dump lever in the HOLD
position, and apply the lock (if equipped). Install
the body-up safety pins or cable securely.
Warning Tag
• Never start the
engine or operate
the controls while a
person is performing
maintenance.
Serious injury or
death may result.
• Always attach a warning tag to the control lever
in the operator's cab to alert others that you are
working on the machine. Attach additional 1. To hold the dump body in the up position, raise
warning tags around the machine, if necessary.
the body to it's maximum height.
• These tags are available from your Komatsu 2. Remove cable (3) from its stored position on the
distributor. body, and install between rear body ear (1) and
• Part No. 09963-03000 axle housing ear (4).
3. Secure the cable clevis pins with cotter pins.
4. Return the cable to stored position (2) after
Proper Tools maintenance is complete.
• Use only tools suited to
the task. Using
damaged, low quality,
faulty, or makeshift tools
can cause personal
injury.
• Extra precaution should be used when grinding,
welding, and using a sledge-hammer.

DURING MAINTENANCE Rules To Follow When Adding Fuel Or Oil
Personnel • Spilled fuel and oil may cause slipping. Always

clean up spills, immediately.
• Only authorized personnel can service and repair
the machine. • Always tighten the cap of the fuel and oil fillers
securely.
Attachments • Never use fuel for washing any parts.
• Place attachments that have • Always add fuel and oil in a well-ventilated area.
been removed from the
machine in a safe place and
manner to prevent them from
falling.
Working Under The Machine
• Always lower all movable work
equipment to the ground or to
their lowest position before
performing service or repairs
under the machine.
• Always block the tires of the machine securely.
• Never work under the machine if the machine is
poorly supported.
Radiator Coolant Level

Keeping The Machine Clean
• If it is necessary to add
• Spilled oil, grease,
coolant to the radiator, stop
scattered tools, etc. the engine. Allow the
can cause you to engine and radiator to cool
slip or trip. Always
down before adding the
keep your machine coolant.
clean and tidy.
• Depress the pressure relief button on the radiator
• If water gets into
cap to relieve any pressure.
the electrical
system, there is danger that the machine may • Slowly loosen the cap to relieve pressure during
move unexpectedly and/or damage to removal.
components may occur. DO NOT use water or
steam to clean any sensors, connectors, or the
inside of the operator's compartment.
Use Of Lighting
• Use extreme care when washing the electrical
control cabinet. DO NOT allow water to enter the • When checking fuel, oil, coolant, or battery
control cabinet around the doors or vents. DO electrolyte, always use lighting with anti-
NOT allow any water to enter the cooling air inlet explosion specifications. If lighting without this
duct above the electrical control cabinet. If water protection is used, there is a danger of explosion.
enters the control cabinet (through any opening
or crevice) major damage to the electrical
components may occur.
• Never spray water into the rear wheel electric
motor covers. Damage to the wheel motor
armatures may occur.
• DO NOT spray water into the retarding grids.
Excess water in the retarding grids can cause a
ground fault, which will prevent propulsion.

Precautions With The Battery Maintenance Near High Temperatures And High
Pressures
• When repairing the
electrical system or • Immediately after stopping the
when performing truck, the engine coolant and
welding, remove the operating oils are at high
negative (-) terminal of temperature and under high
the battery to stop the pressure. In these conditions,
flow of current. opening the system or
replacing filters may result in burns or other
injury. Wait for the temperature to cool and
pressure to subside before performing the
Handling High Pressure Hoses
inspection and/or maintenance as outlined in the
• DO NOT bend high-pressure hoses or hit them service manual.
with hard objects. DO NOT use any bent or
cracked piping, tubes or hoses. They may burst
during use. Rotating Fan And Belts
• Always repair any loose or broken hoses. Fuel
• Keep a safe distance from
and/or oil leaks may result in a fire.
rotating parts such as the
radiator fan and fan belts.
• Serious bodily injury may
Precautions With High Pressure Oil
result from direct or indirect
• Always remember that work equipment circuits contact with rotating parts and flying objects.
are always under pressure.
• DO NOT add oil, drain oil, or perform
maintenance or inspections before completely Waste Materials
releasing the internal pressure.
• Never dump oil or other
harmful fluids into a sewer
system, rivers, etc.
• Obey appropriate laws and
regulations when disposing
of harmful objects such as
oil, fuel, coolant, solvent,
filters, batteries, and others.
• Always put fluids drained from your machine in
• Small, high pressure pin-hole leaks are extremely appropriate containers. Never drain fluids directly
dangerous. The jet stream of high-pressure oil onto the ground.
can pierce the skin and eyes. Always wear safety
glasses and thick gloves. Use a piece of
cardboard or a sheet of wood to check for oil
leakage.
• If you are hit by a jet of high-pressure oil, consult
a doctor immediately for medical attention.

TIRES
Handling Tires If the proper procedure for performing maintenance
or replacement of the wheel or tire is not used, the
If tires are not used under the specified conditions, wheel or tire may burst and cause serious injury or
they may overheat and burst, or be cut and burst by damage. When performing such maintenance, con-
sharp stones on rough road surfaces. This may lead sult your authorized regional Komatsu distributor, or
to serious injury or damage. the tire manufacturer.
To maintain tire safety, always adhere to the follow-
ing conditions:
Storing Tires After Removal
• Inflate the tires to the specified pressure.
Abnormal heat is generated particularly when the • As a basic rule, store the tires in a warehouse in
inflation pressure is too low. which unauthorized persons cannot enter. If the
• Use the specified tires. tires are stored outside, always erect a fence
around the tires and put up “No Entry” and other
warning signs that even young children can
understand.
The tire inflation pressure and permissible speeds
are general values. The actual values may differ • Stand the tire on level ground, and block it
depending on the type of tire and the condition which securely so that it cannot roll or fall over.
they are used. For details, please consult the tire • If the tire should fall, flee the area as quickly as
manufacturer. possible. The tires for off-road equipment are
extremely heavy. Never attempt to hold a tire
When tires become hot, a flammable gas is pro-
upright when the tire is falling. This may lead to
duced, and may ignite. It is particularly dangerous if serious injury or death.
the tires become overheated while the tires are pres-
surized. If the gas generated inside the tire ignites,
the internal pressure will suddenly rise, and the tire
will explode, resulting in danger to personnel in the
area. Explosions differ from punctures or tire bursts
because the destructive force is extremely large.
Therefore, the following operations are strictly pro-
hibited when the tire is pressurized:
• Welding the rim
• Welding near the wheel or tire.
• Smoking or creating open
flames

ADDITIONAL JOB SITE RULES
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WHEN REPAIRS ARE NECESSARY
1. Only qualified maintenance personnel who
understand the systems being repaired should 9. If a truck is to be towed for any reason, use a
attempt repairs. rigid tow bar. Check the truck cab for decals for
2. Many components on the Komatsu truck are special towing precautions. (Also refer to the
large and heavy. Ensure that lifting equipment - Operation and Maintenance Manual, Operating
hoists, slings, chains, lifting eyes - are of ade- Instructions - Towing.)
quate capacity to handle the lift. 10. Drain, clean and ventilate fuel tanks and/or
3. DO NOT stand under a suspended load. DO hydraulic tanks before making any welding
NOT work under raised body unless body repairs.
safety cables, props, or pins are in place to hold
the body in up position.
4. DO NOT repair or service the truck while the
engine is running, except when adjustments
can only be made under such conditions. Keep Any operating fluid, such as hydraulic oil or
a safe distance from moving parts. brake fluid escaping under pressure, can have
5. When servicing any air conditioning system with sufficient force to enter a person's body by pene-
refrigerant, wear a face shield and cold resistant trating the skin. Serious injury and possibly
gloves for protection against freezing. Be cer- death may result if proper medical treatment by a
tain to follow all current regulations for handling physician familiar with this injury is not received
and recycling refrigerants. immediately.
6. Follow package directions carefully when using
cleaning solvents. 11. Relieve pressure in lines or hoses before mak-
7. If an auxiliary battery assist is needed, first use ing any disconnects.
one cable to connect the 24V positive (+) post 12. After adjustments or repairs, replace all shields,
of the disabled truck batteries to the 24V posi- screens and clamps.
tive (+) post of the auxiliary assist. Use second
13. Working near tires can be dangerous. Use
cable to connect the 24V negative (-) post of the
extreme caution when working around tires.
auxiliary assist battery to a frame ground (-) on
the disabled truck away from the battery.
8. Always disconnect the positive and negative
battery cables of the vehicle before doing any
welding on the unit. Failure to do so may seri- DO NOT stand in front of a rim and locking ring
ously damage the battery and electrical equip- when inflating a tire mounted on the machine.
ment. Disconnect the battery charging Observers must not be permitted in the area.
alternator lead wire and isolate electronic con-
trol components before making welding repairs. DO NOT weld or apply heat to the rim assembly
(It is not necessary to disconnect or remove any with the tire mounted on the rim. Resulting gases
control circuit cards on electric drive dump inside the tire may ignite, causing explosion of
trucks or any of the Alarm Indicating Device the tire and rim.
(AID) circuit control cards.)
Always fasten the welding machine ground (-)
14. Only a qualified operator or experienced main-
lead to the piece being welded; the grounding
tenance personnel who are also qualified in
clamp must be attached as near as possible to
operation can move the truck under its own
the weld area. Never allow welding current to
power in the repair facility or during road testing
pass through ball bearings, roller bearings, sus-
after repairs are complete.
pensions, or hydraulic cylinders. Always avoid
laying welding cables over or near the vehicle
electrical harnesses. Welding voltage could be
induced into the electrical harness and cause
damage to components.

SPECIAL PRECAUTIONS FOR WORKING ON A 830E-AC TRUCK
Preliminary Procedures before Welding or Per- Engine Shutdown Procedure before Welding or
forming Maintenance Performing Maintenance
Prior to welding and/or repairing a 830E-AC dump Normal operation of the drive system at shutdown
truck, maintenance personnel should attempt to should leave the system safe to maintain. However,
notify a Komatsu service representative. Only quali- in the event of a system failure, performing the fol-
fied personnel, specifically trained for servicing the lowing procedure prior to any maintenance activities
AC drive system, should perform this service. will ensure that no hazardous voltages are present in
the AC drive system.
If it is necessary to perform welding or repair to the
truck without the field engineer present, the following 1. Before shutting down the engine, verify the sta-
procedures should be followed to ensure that the tus of all the drive system warning lights on the
truck is safe for maintenance personnel to work on overhead display panel. Use the lamp test
and to reduce the chance for damage to equipment. switch to verify that all lamps are functioning
properly.
If any of the red drive system warning lights
remain on, DO NOT attempt to open any cabi-
nets, disconnect any cables, or reach inside the
Anytime the engine is operating:
retarder grid cabinet without a trained drive sys-
• DO NOT open any of the cabinet doors or tem technician present - even if engine is off.
remove any covers. Only qualified personnel, specifically trained for
• DO NOT use any of the power cables for hand servicing the A-C drive system, should perform
holds or foot steps. this service.
• DO NOT touch the retarding grid elements. 2. If all red drive system warning lights are off, fol-
low the “Normal Engine Shutdown Procedure”.
3. After the engine has been off for at least five
minutes, inspect the link voltage lights on the
exterior of the main control cabinet and rear of
Before opening any cabinets or touching a grid the center console. If all lights are off, the retard
element or a power cable, the engine must be grids, wheel motors, alternator, and related
shutdown and the red drive system warning power cables are safe to work on.
lights must not be illuminated. 4. Locate the GF cut-out switch in the access
panel on the left side of the main control cabi-
net. Place the switch in the CUTOUT position.
This will prevent the alternator from re-energiz-
ing and creating system voltage until the switch
is returned to the previous position.
5. Before welding on the truck, disconnect all elec-
trical harnesses from the Engine Control Sys-
tem (ECS) inside the electrical cabinet behind
the operator's cab. Also, disconnect the ground
strap from the ECS.

6. DO NOT weld on the rear of the control cabinet! 10. If the red lights on the exterior of the control
The metal panels on the back of the cabinet are cabinet and/or the back wall of the center con-
part of capacitors and cannot be heated. sole continue to be illuminated after following
7. DO NOT weld on the retard grid exhaust lou- the above procedure, a fault has occurred.
vers - they are made of stainless steel. Some Leave all cabinet doors in place; DO NOT touch
power cable panels throughout the truck are the retard grid elements; DO NOT disconnect
also made of aluminum or stainless steel. They any power cables, or use them as hand or foot
must be repaired with the same material or the holds.
power cables may be damaged.
8. Power cables must be cleated in wood or other
non-ferrous materials. DO NOT repair cable
cleats by encircling the power cables with metal
clamps or hardware. Always inspect power
cable insulation prior to servicing the cables and Notify your Komatsu service representative,
prior to returning the truck to service. Discard immediately. Only qualified personnel, specifi-
cables with broken insulation. cally trained for servicing the A-C drive system,
should perform this service.
9. Power cables and wiring harnesses should be
protected from weld spatter and heat. 11. Replace all covers and doors and place the GF
cutout switch and battery disconnect switches
Always fasten the welding machine ground (-) in their original positions. Reconnect all har-
lead to the piece being welded; the grounding nesses prior to starting the truck.
clamp must be attached as near as possible to
the weld area. Leave the drive system in the rest mode until
the truck is to be moved.
Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding
voltage could be induced into the electrical har-
ness and cause damage to components.
Before doing any welding on the truck, always
disconnect the battery charging alternator lead
wire and isolate electronic control components.
In addition, always disconnect the positive and
negative battery cables of the vehicle. Failure
to do so may seriously damage the battery and
electrical equipment.
Never allow welding current to pass through
ball bearings, roller bearings, suspensions, or
hydraulic cylinders.

TRUCK OPERATION
PREPARING FOR OPERATION Local work practices may prevent an operator from
performing all tasks suggested here. To the extent
The safest trucks are those which have been prop-
permitted, the operator should follow this or a similar
erly prepared for operation. At the beginning of each
routine.
shift, a careful check of the truck must be made by
the operator before starting the engine.
Safety Is Thinking Ahead

Prevention is the best safety program. Prevent a
High voltage may be present on this truck! DO
potential accident by knowing the employer's safety
NOT open any electrical cabinet doors on the
requirements, all necessary job site regulations, as
truck while the engine is operating! Never climb
well as use and care of the safety equipment on the
on any power cables or use power cables for
truck. Only qualified operators or technicians can
hand holds or footholds, unless the engine has
operate or maintain a Komatsu truck.
been shut off and the system has been verified
Safe practices start before the operator gets to the as at rest!
equipment!
• Wear the proper clothing. Loose fitting clothing, 1. Start at left front of the truck. While performing
unbuttoned sleeves and jackets, jewelry, etc.,
the walk around inspection, visually inspect all
can catch on a protrusion and cause a potential
hazard. lights and safety equipment for external dam-
age from rocks or misuse. Ensure lenses are
• Always use the personal safety equipment clean and unbroken.
provided for the operator such as hard hats,
safety shoes, safety glasses or goggles. There Empty the dust pans on the left side of the air
are some conditions when protective hearing cleaners. Ensure the battery box covers are in
devices must also be worn for operator safety. place and secure.
• When walking to and from the truck, maintain a 2. Move behind the front of the left front tire.
safe distance from all machines, even if the Inspect the hub and brake assemblies for leaks
operator is visible. and any abnormal conditions.
3. Check that all suspension attaching hardware is
secure and inspect the mounting key area for
WALK AROUND INSPECTION evidence of wear. Check that the suspension
At the beginning of each shift, a careful walk around rod extension is correct, and that there are no
inspection of the truck must be performed before the leaks. Ensure the suspension protective boot is
operator attempts engine start-up. A walk around in good condition.
inspection is a systematic ground level inspection of 4. Inspect the anchor end of the steering cylinder
the truck and its components to ensure that the truck for proper greasing and all parts are secure.
is safe to operate before entering the operator's cab.
5. With the engine stopped, check the engine oil
Start at the left front corner of the truck (see illustra- level. Use the service light if necessary.
tion, next page), and move in a counter-clockwise 6. Inspect air conditioner belts for correct tension,
direction. Move front-to-rear, across the rear, and obvious wear, and tracking. Inspect fan guard
continuing forward up the opposite side of the truck security and condition. When leaving this point,
to the original starting point. be sure to turn off the service light, if used.
If these steps are performed in sequence, and are 7. Move outboard of the front wheel. Inspect
repeated from the same point and in the same direc- attaching lugs/wedges to be sure all are tight
tion before every shift, many potential problems may and complete. Inspect the tires for cuts, dam-
be avoided, or scheduled for maintenance. Unsched- age or bubbles. Check tire inflation pressure.
uled downtime and loss of production can be Check sight glass for front wheel oil level.
reduced as a result.

8. Move behind the front wheel and inspect the 15. Open the rear hatch cover, turn on work light, if
steering cylinder. Check for proper greasing necessary. Inspect for leaks around wheel
and inspect the mounting hardware to ensure it motor mounting to rear housing, and also brake
is all in place. Inspect the suspension mounting hoses and fittings. ensure that covers on wheel
hardware to ensure it is all in place. Ensure the motor sump are in place, and that there are no
suspension protective boot is in good condition. rags or tools left behind. Inspect condition of
Inspect the hub and brakes for any unusual hatch cover gasket, report any bad gasket to
conditions. Check the entire area for leaks. maintenance. Turn off work light if used, close
9. Inspect the sight glass on the hydraulic tank. and latch hatch.
With the engine stopped and body down, 16. While standing in front of the rear hatch, look up
hydraulic fluid must be visible in the upper sight to see that rear lights are in good condition,
glass. along with the back-up horns. Look up at the
10. Verify all hydraulic tank shut off valves are panhard rod to see that it is getting proper
locked in their fully open positions. greasing. Also look at both body hinge pins for
greasing and any abnormal condition. Check
11. Move around the hydraulic tank and in front of hoist limit switch and clear any mud/debris from
the rear dual tires. Inspect the hoist cylinder for contacts.
any damage and leaks. Inspect both upper and
lower hoist cylinder pins for integrity and for 17. Perform the same inspection on the right rear
proper greasing. suspension as done on the left.
12. Before leaving this position, look under the 18. Move around the right dual tires. Inspect
lower edge of the chassis to ensure the flexible between the tires for rocks, and check the con-
duct that carries the air from the blower to the dition of the rock ejector. Inspect the tires for
final drive housing is in good condition with no cuts or damage, and for correct inflation.
holes or breakage. Also, look up at the main 19. Perform the same inspection for wheel lugs/
hydraulic pumps to see that there is no leakage wedges, wheel cover latches, and wheel leaks
or any other unusual condition with the pumps that was done on the left hand dual wheels.
or the pump drive shafts.
20. Move in front of the right dual tires and inspect
13. Move around the dual tires, and check to see the hoist cylinder in the same manner as the left
that all lugs/wedges are in place and tight. side. Check integrity and condition of the body-
Inspect latches on the wheel cover to be sure up limit switch. Remove any mud/dirt accumula-
they are properly latched. Inspect the wheel for tion from the switch.
any oil that would indicate brake leakage or
21. Move around the fuel tank. Inspect the fuel sight
wheel motor leakage.
gauge, (this should agree with what will show
Check the dual tires for cuts, damage or bub- on the gauge in the cab). Inspect the attaching
bles. Verify that inflation appears to be correct. hardware for the fuel tank at the upper saddles,
If the truck has operating on a flat tire, the tire and then at the lower back of the tank for the
must be cool before moving the truck inside a security and condition of the mounts. Check the
building. Check for any rocks that might be hoist filters for leaks.
lodged between the dual tires. Inspect the rock
22. Move behind the right front wheel, and inspect
ejector condition and straightness so that it can
the steering cylinder. Check for proper greasing
not damage a tire.
and inspect the mounting hardware. Check the
14. Inspect the left rear suspension for damage and suspension mounting hardware and suspension
for correct rod extension. Check for leaks. extension. Ensure the suspension protective
Ensure that the covers over the chrome piston boot is in good condition. Inspect the hub and
rod are in good condition. Inspect for proper brakes for any unusual conditions. Check the
greasing. entire area for leaks.

23. Move around the right front wheel; check that all 30. When checking the coolant level in the radiator,
lugs/wedges are in place and tight. use the coolant level sight gauge. If it is neces-
sary to remove the radiator cap, relieve coolant
24. Move in behind the front of the right front wheel,
pressure by depressing the pressure relief but-
check the hub and brakes for leaks and any
ton, and then slowly removing the radiator cap.
unusual condition. Check the hoist filters for
leaks. Inspect the steering cylinder for secure-
ness and for proper greasing. Inspect the
engine compartment for any leaks and unusual
conditions. Inspect the fan guard and belts.
Check for any rags or debris behind the radia-
tor. If the engine has been running, allow the coolant
to cool before removing the fill cap or draining
25. Inspect the auto lube system. See Automatic
the radiator. Serious burns may result if skin
Lubrication System in Section P, for specific
comes in contact with hot coolant.
details concerning the auto lube system.
31. Inspect the covers over the retarding grids and
26. Move around to the right front of the truck, drop
ensure they are secure. Inspect the main air
the air cleaner pans and empty. Inspect the bat-
inlet to ensure it is clear. Ensure all cabinet door
tery box cover for damage and ensure it is in
latches are secure.
place and secure.
32. Move to the back of the cab. Open the doors to
27. As you move in front of the radiator, inspect for
the brake cabinet and inspect for leaks.
any debris in the radiator and remove. Check
for any coolant leaks. Inspect headlights and 33. Clean the cab windows and mirrors. Clean out
fog lights. the cab floor as necessary. Ensure steering
wheel, controls and pedals are free of any oil,
28. Ensure the ground level engine shutdown
grease or mud.
switch is ON. Inspect the fire control actuator to
ensure the safety pin is in place and the plastic 34. Stow personal gear in the cab in a manner that
tie that prevents accidental actuation is in place does not interfere with truck operation. Dirt or
and in good condition. Ensure the battery dis- trash buildup, specifically in the operator's cab,
connect switches are ON. Always use grab rails must be cleaned. DO NOT carry tools or sup-
and the ladder when mounting or dismounting plies in the cab of the truck or on the decks.
the truck. Clean the ladder and hand rails of any 35. Adjust the seat and the steering wheel for use.
foreign material, such as ice, snow, oil or mud.
36. Read and understand the description of all
29. Use the stairs and handrails while climbing from operator controls. Become familiar with all con-
the first level to the cab deck. trol locations and functions before operating the
truck.
Always mount and dismount ladders facing the

truck. Never attempt to mount or dismount while
the truck is in motion.

ENGINE START-UP SAFETY PRACTICES 4. The key switch is a three position (OFF, RUN,
START) switch. When the switch is rotated one
position clockwise, it is in the RUN position and
all electrical circuits (except START) are acti-
vated.
a. Turn key switch to the RUN (not START)
Never attempt to start the engine by shorting position.
across the cranking motor terminals. This may
cause a fire, or serious injury or death to anyone b. With the directional control lever in PARK,
in the machine’s path. rotate the key switch fully clockwise to the
START position, and hold this position until
Start the engine from the operator’s seat only. the engine starts (see NOTE below). The
START position is spring-loaded and will
return to RUN when the key is released.
1. Ensure all personnel are clear of the truck
before starting the engine. Always sound the c. After the engine has started, place the rest
horn as a warning before actuating any opera- switch in the OFF position to enable the drive
tional controls. If the truck is in an enclosure, system. Refer to the discussion on the rest
ensure there is adequate ventilation before switch, in 32, Operator Cab Controls.
start-up. Exhaust fumes are dangerous!
2. The directional control lever must be in the
PARK position before starting.
NOTE: The park brake will always be applied
whenever the directional control lever is in the park Starting fluid is extremely volatile and flammable!
position. Use with extreme care.
Move the rest switch to the ON position to put If truck is equipped with optional engine starting aid
the drive system in rest mode of operation. and ambient temperature is below 10°C (50°F), turn
Refer to discussion of the rest switch in Section the key switch to the START position, and while
32, Operator Cab Controls. cranking the engine, move the engine starting aid
3. If the truck is equipped with auxiliary cold switch to the ON position for three seconds MAXI-
weather heater system(s), DO NOT attempt to MUM, then release engine starting aid. If the engine
start the engine while the heaters are in opera- does not start, wait at least 15 seconds before
tion. Damage to coolant heaters will result! repeating the procedure.
DO NOT crank electric cranking motors for more

than 30 seconds. Allow two minutes for cooling
before attempting to start the engine again.
Severe damage to the cranking motors may
result from overheating.
NOTE: This truck is equipped with an engine prelube

system. With this feature, a noticeable time delay
may occur (while engine lube oil passages are being
filled and pressurized) before engine cranking will
begin.

AFTER ENGINE HAS STARTED 3. DO NOT allow unauthorized personnel to ride
1. Become thoroughly familiar with steering and in the truck. DO NOT allow anyone to ride on
emergency controls. After the engine has been the ladder or outside of the truck cab. Passen-
started, do not accelerate engine speed or gers must be belted into the passenger seat
drive truck until low pressure and warning sys- during travel.
tems are normal, and the coolant temperature 4. DO NOT leave the truck unattended while the
is at least 71°C (160°F). engine is running. Move the directional control
2. Test the truck steering in extreme right and left lever to PARK, then shut the engine off before
directions. If the steering system is not operat- getting out of the cab.
ing properly, shut the engine off immediately.
Determine the steering system problem and MACHINE OPERATION SAFETY PRE-
have it repaired before resuming operation. CAUTIONS
3. Operate each of the truck's brake circuits at After the truck engine is started and all systems are
least twice prior to operating and moving the functioning properly, the operator must follow all local
truck. These circuits include individual activa- safety rules to ensure safe machine operation.
tion from the operator's cab of the service
brake, parking brake, and brake lock. With the
engine running and with the hydraulic circuit
fully charged, activate each circuit individually.
To operate the park brake, the directional con- If any of the red warning lights illuminate or if any
trol lever must be in the PARK position. If any gauge reads in the red area during truck opera-
application or release of any brake circuit tion, a malfunction is indicated. Stop the truck as
appears sluggish or improper, or if warning soon as safety permits, and stop the engine.
alarms are activated on application or release, Have the problem corrected before resuming
shut the engine off and notify maintenance per- truck operation.
sonnel. DO NOT operate the truck until the
brake circuit in question is fully operational.
4. Check the gauges, warning lights and instru-
ments before moving the truck to ensure proper
The truck is equipped with "slip/slide" control. If
system operation and proper instrument func-
this function should become inoperative, operat-
tioning. Pay special attention to braking and
ing the truck with stalled or free spinning wheel
steering circuit hydraulic warning lights. If warn-
motors may cause serious damage to wheel
ing lights come on, shut off the engine immedi-
motors! If the truck does not begin to move
ately and determine the cause.
within ten seconds after depressing the throttle
5. Ensure the headlights, work lights and taillights pedal (directional control lever in a drive posi-
are in proper working order. Good visibility may tion), release the throttle pedal and allow wheels
prevent an accident. Check operation of the to regain traction before accelerating again.
windshield wipers.
1. Always look to the rear before reversing the
truck. Watch for and obey the ground spotter's
hand signals before traveling in reverse. Sound
Additional Guidelines the horn (three blasts). The spotter will have a
1. When the truck body is raised, DO NOT allow clear view of the total area at the rear of the
anyone beneath it unless the body-up retaining truck.
cable is in place. 2. Operate the truck only while properly seated
2. DO NOT use the fire extinguisher for any pur- with seat belt fastened. Keep hands and feet
pose other than putting out a fire! If an extin- inside the cab compartment while the truck is in
guisher is discharged, report the occurrence so operation.
the used unit can be refilled or replaced.

3. Check gauges and instruments frequently dur- 4. Before traveling in reverse, give a back-up sig-
ing operation for proper readings. nal of three blasts on the horn. Before starting
4. Observe all regulations pertaining to the job forward, signal with two blasts on the horn.
site's traffic patterns. Be alert to any unusual These signals must be given each time the
traffic patterns. Obey the spotter's signals. truck is moved forward or backward.
5. Match the truck speed to haul road conditions 5. Use extreme caution when approaching a haul
and slow the truck in congested areas. Keep a road intersection. Maintain a safe distance from
firm grip on the steering wheel at all times. oncoming vehicles.
6. DO NOT allow the engine to run at idle for 6. Maintain a safe distance when following
extended periods of time. another vehicle. Never approach another vehi-
cle from the rear, in the same lane, closer than
7. Check the brake lock performance periodically
15 m (50 ft). When driving on a down grade, this
to ensure safe loading and dumping.
distance should not be less than 30 m (100 ft).
7. DO NOT stop or park on a haul road unless
unavoidable. If the truck must be stopped on a
haul road, park in a safe place, move the direc-
tional control lever to PARK, and shut the
DO NOT use the brake lock for parking. When the engine off before leaving the cab. Block the
engine is turned off, hydraulic pressure will bleed wheels securely and notify maintenance per-
down, allowing the brakes to release! sonnel for assistance.
8. While driving on a slope, maintain a speed that
8. Proceed slowly on rough terrain to avoid deep will ensure safe driving and provide effective
ruts or large obstacles. Avoid traveling close to retarding under all conditions (Refer to Dynamic
soft edges and near the edges of a fill area. Retarding, in Section 32 Operator Cab Con-
9. Truck operation requires a concentrated effort trols.) The grade/speed retard chart in the oper-
by the driver. Avoid distractions of any kind ator's cab should always be referenced to
while operating the truck. determine maximum safe truck speeds for
descending various grades with a loaded truck.
9. When operating the truck in darkness, or when
visibility is poor, DO NOT move the truck unless
MACHINE OPERATION ON THE HAUL all headlights, clearance lights, and tail lights
ROAD are on. DO NOT back the truck if the back-up
1. Always stay alert! If unfamiliar with the haul horn or lights are inoperative. Always dim the
road, drive with extreme caution. Cab doors headlights when approaching oncoming vehi-
must remain closed at all times if the truck is in cles.
motion or unattended.
10. If the emergency steering light and/or low brake
2. Obey all road signs. Keep the truck under con- pressure warning light illuminate during opera-
trol at all times. Govern truck speed by the road tion, immediately steer the truck to a safe stop-
conditions, weather and visibility. Report poor ping area, away from other traffic if possible.
haul road conditions immediately. Muddy or icy Refer to item 7 above.
roads, pot holes or other obstructions can
present hazards. 11. Check the tires for proper inflation during each
shift. If the truck has been operating on a flat or
3. Initial propulsion with a loaded truck should
under-inflated tire, the truck must remain out-
begin from a level surface whenever possible.
side of any buildings until the tire cools.
At times, starting on a hill or grade cannot be
avoided. Refer to Starting On A Grade With A
Loaded Truck later in this chapter.

STARTING ON A GRADE WITH A LOADED LOADING
TRUCK 1. Approach the loading area with caution.
Initial propulsion with a loaded truck should begin Remain at a safe distance while the truck
from a level surface whenever possible. There are ahead is being loaded.
circumstances when starting on a hill or grade cannot 2. DO NOT drive over unprotected power cables.
be avoided. In these instances use the following pro-
3. When approaching or leaving a loading area,
cedure:
watch for other vehicles and for personnel work-
1. Fully depress the service brake pedal (DO NOT ing in the area.
use retarder lever) to hold the truck on the 4. When pulling in under a loader or shovel, follow
grade. With the service brakes fully applied, the spotter’s or the shovel operator’s signals.
move the directional control lever to a drive The truck operator may speed up loading by
position (FORWARD/REVERSE) and increase observing the location and loading cycle of the
engine rpm with the throttle pedal. truck being loaded ahead, and then following a
2. As engine rpm approaches maximum, and similar pattern.
when propulsion effort is felt working against 5. During loading, the operator must stay in the
the brakes, release the brakes and allow truck truck cab with the engine running. Place the
movement. Be sure to completely release the directional control lever in NEUTRAL and apply
service brake pedal. As truck speed increases the brake lock.
above 5-8 kph (3-5 mph) the PSC will drop pro-
6. When loaded, pull away from the shovel as
pulsion if the retarder is still applied.
quickly as possible with extreme caution.
NOTE: Releasing and reapplying dynamic retarding
during a hill start will result in loss of propulsion.
DUMPING
PASSING Raising The Dump Body

1. DO NOT pass another truck on a hill or on a 1. Approach the dump area with extreme caution.
blind curve! Ensure the area is clear of persons and
2. Before passing, ensure the road ahead is clear. obstructions, including overhead utility lines.
If a disabled truck is blocking your lane, slow Obey signals as directed by the spotter, if
down and pass with extreme caution. present.
3. Use only the areas designated for passing. 2. Avoid unstable areas. Keep a safe distance
from the edge of the dump area. Position the
truck on a solid, level surface before dumping.
As the body raises, the truck center of gravity will

move. The truck must be on level surface to pre-
vent tipping/rolling!
3. Carefully maneuver the truck into the dump

position. When backing the truck into the dump
position, use only the brake pedal to stop and
hold the truck; DO NOT rely on the brake lock to
stop the truck; this control is not modulated and
applies the rear service brakes only.

4. When the truck is stopped and in dump posi- Lowering The Dump Body
tion, apply the brake lock and move the direc-
(When dumping on flat ground):
tional control lever to the NEUTRAL position.
It is very likely when dumping on flat ground that the
dumped material will build up enough to prevent the
body from lowering. In this case, the truck will have to
be driven forward a short distance (just enough to
The dumping of very large rocks (10% of payload, clear the material) before the body can be lowered.
or greater) or sticky material (loads that do not 1. Move the directional control lever to FOR-
flow freely from the body) may allow the material WARD, release brake lock, depress Override
to move too fast and cause the body to move button and drive just far enough forward for the
RAPIDLY and SUDDENLY. This sudden move- body to clear the material. Stop, move the
ment may jolt the truck violently and cause pos- directional control lever to NEUTRAL apply the
sible injury to the operator, and/or damage to the brake lock.
hoist cylinders, frame, and/or body hinge pins. If
2. Move the hoist lever forward to the DOWN posi-
it is necessary to dump this kind of material,
tion and release. Releasing the lever places the
slowly accelerate engine rpm while raising the
hoist control valve in the FLOAT position allow-
body. When the material starts to move, release
ing the body to return to the frame.
the hoist lever to the HOLD position. If the mate-
rial does not continue moving and clear the body, NOTE: If dumped material builds
repeat this procedure until the material has been up at the rear of the body and the
dumped. body cannot be lowered, then
perform Steps "a" and "b" below:
5. Pull the lever to the rear (to HOIST position) to
actuate the hoist circuit. (Releasing the lever
anywhere during the raise cycle will hold the
body at that position.) a. Move the hoist lever back to the RAISE posi-
tion to fully raise the dump body. Then,
release the hoist lever so it returns to the
HOLD position.
b. Move the directional control lever to FOR-
WARD, release the brake lock, depress the
override button and drive forward to clear the
material. Stop, move the directional control
lever to NEUTRAL, apply the brake lock and
lower the body, again.
NOTE: When an attempt to lower the body is
unsuccessful because of material obstruction, raise
the body back up. This will help to prevent the body
from suddenly dropping when pulling away from the
obstruction.
6. Raise engine rpm to accelerate hoist speed.
7. Reduce the engine rpm as the last stage of the
hoist cylinder begins to extend. Keep engine
speed at low idle as the last stage reaches half- The truck is not to be moved with the dump body
extension. raised except for emergency purposes only. Fail-
8. Release the hoist lever as the last stage of the ure to lower the body before moving the truck
hoist cylinder reaches full extension. may cause damage to the hoist cylinders, frame
and/or body hinge pins.
3. With the body returned to the frame, move the
directional control lever to FORWARD, release
the brake lock, and carefully leave the dump
area.

Lowering The Dump Body SUDDEN LOSS OF ENGINE POWER
(When dumping over a berm or into a crusher): If the engine suddenly stops, there is enough hydrau-
lic pressure stored in the brake and steering accumu-
1. Move the hoist lever to the DOWN position and
lators to allow the operation of the steering and brake
release. Releasing the lever places the hoist
functions. However, this oil supply is limited so it is
control valve in the FLOAT position allowing the
important to stop the truck as quickly and safely as
body to return to the frame.
possible after the loss of engine power.
NOTE: If dumped material builds
If the brake supply pressure drops to a pre-deter-
up at the rear of the body and the
mined level, the low brake pressure warning light will
body cannot be lowered, perform
illuminate and a buzzer will sound. If the brake pres-
Steps a & b below:
sure continues to decrease, the auto-apply feature
will activate and the service brakes will apply auto-
a. Move the hoist lever back matically to stop the truck.
to the HOIST position to 1. Bring the truck to a safe stop as quickly as pos-
fully raise the dump body. Release the hoist sible by using the foot pedal to apply the ser-
lever to return it to the HOLD position. vice brakes. If possible, safely steer the truck to
the side of the road while braking.
NOTE: DO NOT drive forward if the tail of the body
will not clear the crusher wall in the fully raised
position.
b. Move the directional control lever to FOR-
WARD, release the brake lock. Depress the
override button and drive forward to clear the Dynamic retarding will not be available! DO NOT
material. Stop, shift the directional control use the service brakes for continuous retarding
lever to NEUTRAL, apply the brake lock and purposes.
lower the body again. 2. As soon as the truck has stopped moving, shift
NOTE: When an attempt to lower the body is the directional control lever to PARK. This will
unsuccessful because of material obstruction, raise apply the parking brake.
the body back up. This will help to prevent the body 3. Turn the key switch OFF and notify mainte-
from suddenly dropping when pulling away from the nance personnel immediately.
obstruction. 4. If safe to do so, place wheel chocks in front or
behind the wheels so that truck can not roll.
5. If traffic is heavy near the disabled machine,
mark the truck with warning flags during day-
light hours or use flares at night. Adhere to local
CAUTION! DO NOT move the truck with the dump
regulations.
body raised except for emergency purposes
only. Failure to lower the body before moving the
truck may cause damage to the hoist cylinders,
frame and/or body hinge pins.
2. With the body returned to the frame, move the

directional control lever to FORWARD, release
the brake lock, and carefully leave the dump
area.

SAFE PARKING PROCEDURES d. Allow the engine to cool gradually by operat-
ing at low idle for three to five minutes, or if
The operator must continue to use safety precau-
preferred, activate the five minute shutdown
tions when preparing for parking and stopping the
delay timer as described on the following
engine.
page.
In the event that the equipment is being used in con- 2. Place the rest switch in the ON position to put
secutive shifts, any questionable truck performance the AC drive system in rest mode. Be sure the
the operator may have noticed must be checked by rest indicator light in the overhead panel is illu-
maintenance personnel before the truck is released minated.
to another operator.
3. With the engine cooled down, turn the key
1. Park the truck on level ground, if possible. If it is switch counterclockwise to the OFF position to
necessary to park on a grade, the truck must be stop the engine.
positioned at right angles to the grade.
If the engine does not turn off with the key
2. Place the directional control lever in the PARK switch, use the engine stop switch on operator
position. This will apply the parking brake. Then cab center console. Pull the switch up to stop
place chocks fore/aft of the wheels so that the the engine. Push the switch back down to
truck cannot roll. Each truck should be parked enable engine operation.
at a reasonable distance from other trucks/
equipment. NOTE: There is also an engine stop switch located at
3. Haul roads are not safe parking areas. In an at ground level at the right front corner of the truck.
emergency, pick the safest spot most visible to
other machines in the area. If the truck 4. With the key switch OFF and engine stopped,
becomes disabled where traffic is heavy, mark wait at least 90 seconds. Ensure the steering
the truck with warning flags in daylight, or flares circuit is completely bled down by turning the
at night. steering wheel back and forth several times. No
front wheel movement will occur when hydraulic
pressure is relieved. If the front tires continue to
NORMAL ENGINE SHUTDOWN steer after the engine is stopped, notify mainte-
PROCEDURE nance personnel.
The following procedure should be followed to stop 5. Verify all link voltage lights are off (one on the
the engine. back side of the center console inside the oper-
ator cab, two on the electrical cabinet), and
1. Stop the truck out of the way of other traffic. notify maintenance personnel if the lights
Park on a level surface, free of overhead power remain illuminated longer than five minutes
lines or other objects that could prevent raising after the engine has been stopped.
the dump body.
6. Close and lock all windows. Remove the key
a. Reduce engine speed to idle. from the key switch and lock the cab to prevent
b. Place the directional control lever in PARK. possible unauthorized truck operation. Properly
This will apply the parking brake. dismount the truck. Put wheel chocks in place.
c. Be sure the parking brake applied indicator
light in the overhead display panel is illumi-
nated.

DELAYED ENGINE SHUTDOWN 5. Turn the key switch counterclockwise to the
PROCEDURE OFF position to cause the engine to stop when
1. Stop the truck out of the way of other traffic. the timing sequence is complete. When the
Park on a level surface, free of overhead power engine stops, the hydraulic bleed-down timer
lines or other objects that could prevent raising will activate and the 24 VDC electric circuits will
the dump body. turn off.
6. With the key switch OFF and engine stopped,
a. Reduce engine speed to low idle.
wait at least 90 seconds. Ensure the steering
b. Move the directional control lever to PARK. circuit is completely bled down by turning the
This will apply the parking brake. steering wheel back and forth several times. No
c. Be sure the parking brake applied indicator front wheel movement will occur when hydraulic
light in the overhead display panel is illumi- pressure is relieved. If the front tires continue to
nated. steer after the engine has stopped, notify main-
tenance personnel.
2. Place the rest switch in the ON position to put
the AC drive system in the rest mode. Be sure 7. Verify all link voltage lights are off (one on the
the rest indicator light in the overhead panel is back side of the center console inside the oper-
illuminated. ator cab, two on the electrical cabinet), and
notify maintenance personnel if the lights
3. Refer to Instrument Panel and Indicator Lights remain illuminated longer than five minutes
in Section 32 for location of the engine stop after the engine is shut down.
switch with five minute idle timer delay. This is a
3-position rocker-type switch (OFF-ON- 8. Close and lock all windows. Remove the key
MOMENTARY). from the key switch and lock the cab to prevent
possible unauthorized truck operation. Properly
4. Press the top of the engine dismount the truck. Put wheel chocks in place.
shutdown switch to select the
ON (center) position. Press
the top of the switch again to NOTE: To cancel the five minute idle timer
activate the timer delay sequence, press the timer delay shutdown switch to
(MOMENTARY position). the OFF (lower) position.
Release the switch and allow
it to return to the ON position. • If the key switch is in the OFF position, the
When the engine shutdown engine will stop.
timer has been activated, the • If the key switch is in the ON position, the engine
timer delay indicator light in will continue to operate.
the overhead status panel will If engine does not stop with the key switch, use
illuminate to indicate that the engine stop switch on operator cab center console.
shutdown timing sequence
Pull the switch up to stop the engine. Push the switch
has started. The engine will
back down to enable engine operation.
continue to idle for approximately five minutes
to allow for proper engine cool-down before The ground level shutdown switch will also stop the
stopping. engine during this time.

EMERGENCY STEERING SYSTEM Testing
Operation
The truck is equipped with an emergency steering
system in the event of a failure in the oil supply to the
main steering system. The emergency steering sys-
tem was designed to meet or exceed SAE J1511 and Ensure no one is near the front tires during this
ISO 5010 standards. test. All personnel are warned that the clearances
change when the truck is steered and this could
If the low steering system pressure indicator light and
cause serious injury.
alarm are activated, a failure in the hydraulic oil sup-
ply to the steering and brake system exists. When
the alarm is activated, there is enough hydraulic This test can only be performed with an empty truck.
pressure stored in the brake and steering accumula- 1. Ensure no one is near the front tires during this
tors to allow the operation of the steering and brake test. Use a spotter to keep the area around the
functions. However, this oil supply is limited. There- front tires clear of personnel during this test.
for, it is important to stop the truck as quickly and
safely as possible after the alarm is first activated. 2. Start the engine and allow the hydraulic system
to reach full pressure and the accumulators to
If the oil supply pressure drops to a pre-determined fill with oil.
level, the low brake pressure warning light will also 3. Shut the engine off by using the engine stop
illuminate. If the oil pressure continues to decrease, button located on the center console. DO NOT
the brake auto-apply feature will activate and the ser- turn the key switch OFF.
vice brakes will apply automatically to stop the truck.
4. Turn the steering wheel.
1. Stop the truck as quickly as possible by using
the foot pedal to apply the service brakes. If q If the front tires respond to the steering
possible, steer the truck to the side of the road wheel input, the emergency steering
system is functioning properly. Turn the key
while braking.
switch to the OFF position.
2. When stopped, shift the directional control lever
to PARK. This will apply the parking brake. q If the front tires do not steer, turn the key
switch to the OFF position and notify
3. Turn the key switch OFF and notify mainte- maintenance personnel immediately. Do
nance personnel. not drive the truck until the problem has
4. If safe to do so, place wheel chocks in front or been repaired and the truck can pass this
behind the wheels so that truck can not roll. test.
5. If traffic is excessive near the disabled machine, If the truck passes this test, the emergency steering
mark the truck with warning flags during day- system is functioning properly.
light hours or use flares at night. Adhere to local
regulations.

DISABLED TRUCK DUMPING b. Remove the cap from the hoist pilot valve
PROCEDURE relief valve located in the hydraulics compo-
nents cabinet behind the cab. While counting
Sometimes it is necessary to dump a load from the
the number of turns, slowly screw relief valve
body of a truck when the hoist system is inoperable.
adjustment screw clockwise until it bottoms.
The following instructions describe the use of a
"good" truck to provide the hydraulic power required 5. Repeat Step 4 to dump the disabled truck.
to raise the body of the "disabled" truck to dump the
load. Lowering the Body
6. Place the hoist lever of the good truck in FLOAT
In the example below, Figure 30-1 illustrates a typical
to lower the body. If necessary, momentarily
hookup from the good truck. The disabled truck may
place the hoist control in POWER UP until the
be another Model 830E or a different Komatsu
body is able to descend in FLOAT. Do not
model.
accelerate the engine.
Hookup 7. After the body is lowered, stop the engine.
Bleed the hydraulic system of pressure and dis-
Ensure there is an adequate, clear area to dump the connect the hoses.
loaded body. When the good truck is in position, stop
8. Reduce power down relief valve pressure to
the engine and allow the hydraulic system to bleed
normal on the good truck by turning the adjust-
down. Ensure pressure has bled off before connect-
ment counterclockwise the same number of
ing hoses.
turns as required in Step 4 b.
1. With the good truck parked as close as possible
9. Check power down relief pressure per instruc-
to the disabled truck, attach a hose from the
tions in the shop manual, Section L, Hydraulic
power up quick disconnect (3, Figure 30-1) to
Check-Out Procedure.
the power down circuit of the disabled truck.
The hose must be rated to withstand 17 237 10. Check the hydraulic tank oil level.
kPa (2500 psi) or greater pressure.
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit.
2. Connect another hose from power down quick
disconnect (4) to the power up circuit of the dis-
abled truck.
NOTE: If both trucks are a model 830E, the hoses
will be installed at the quick disconnects shown in
Figure 30-1 and will be crossed when connected.
Raising the Body

3. On the disabled truck, move the hoist control
lever to POWER UP and then release it to place
the hoist pilot valve in the HOLD position. Leave
in this position during entire procedure.
4. Start the engine on the good truck. Place the
FIGURE 30-1. PUMP MODULE, HOSE HOOKUP
hoist control in the POWER DOWN position and
increase engine rpm to high idle to dump the
disabled truck. If the body of the disabled truck 1. Hoist Valve
fails to raise, increase the good truck power 2. Overcenter Manifold
down relief pressure as follows: 3. Power Up Quick Disconnect (Connect to power
down circuit of disabled truck.)
a. Stop the engine and allow the hydraulic sys- 4. Power Down Quick Disconnect (Connect to power
tem to bleed down. up circuit of disabled truck.)

TOWING 4. Inspect the tow bar for adequacy. The bar must
be approximately 1.5 times the gross vehicle
Prior to towing a truck, many factors must be care-
weight of the truck being towed.
fully considered. Serious personal injury and/or sig-
nificant property damage may result if important 5. Ensure whether the tow vehicle has adequate
safety practices, procedures and preparation for capacity to both move and stop the disabled
moving heavy equipment are not observed. DO NOT truck under all conditions.
tow the truck any faster than 8 kph (5 mph). 6. Block the disabled truck to prevent movement
while attaching tow bar.
Attachments for towing the 830E are available from
Komatsu distributors as follows: 7. Release the disabled truck brakes and remove
the blocking.
Front Bumper Modification Kit - XK0309: This kit con-
8. Sudden movement may cause tow bar failure.
tains the parts necessary to modify the front bumper
Smooth, gradual truck movement is preferred.
for installation of towing bosses. One XK0309 kit is
required for each truck in the fleet. 9. Minimize tow angle at all times - never exceed
30°. The disabled truck must be steered in the
Tow Adaptor Structure - MK3945: This structure direction of the tow bar.
must be ordered (or designed) to mate with the
intended towing vehicle and is intended for towing an
unloaded vehicle only.
A disabled machine may be towed after the following
minimum precautions have been taken.
1. Shut the engine off.
2. If equipped, install hydraulic connections for
steering and dumping between the tow vehicle
the and disabled vehicle. Check the disabled
vehicle braking and steering systems for normal
operation.
3. If the disabled truck is loaded, dump the entire
load. Never pull or tow a loaded truck.

RESERVE ENGINE OIL SYSTEM (Optional) NOTE: Do not use the oil in the reserve tank to fill the
engine sump. Both must be at proper level before
The reserve oil tank for the engine is designed to add
starting the engine.
more oil capacity to the engine and to make less fre-
quent servicing of the engine oil. The circulation of oil 4. The engine oil level must be checked with the
between the engine sump and reserve tank engine dipstick at every shift change. If the oil
increases the total volume of working oil. This dilutes level in the engine is incorrect, check for proper
the effects of contamination and loss of additives and operation of the reserve engine oil system.
maintains the oil quality over longer periods. A filter The oil level in the reserve tank must also be
in the supply circuit protects the pumping unit and checked at every shift change. Oil must be visi-
prevents transfer of contaminants to the engine ble in middle sight gauge (12). If not, add oil to
sump which might enter the tank during servicing. It the reserve tank by using the quick fill system
also gives an added level of oil cleanup. utilizing tank fill valve (3). For filling instructions,
refer to Section 40, Lubrication and Service.
Operation
Engine oil is circulated between the engine sump and
the reserve tank by two electrically driven pumps
within a single pumping unit (11, Figure 30-2). The
pump unit is mounted on the side of the reserve tank,
and is equipped with an LED monitor light on one
side.
Pump 1 (in the pump unit) draws oil from the engine
sump at a preset control point determined by the
height of the suction tube. Oil above this point is with-
drawn and transferred to reserve tank (9). This low-
ers the level in the engine sump until air is drawn.
Air reaching the pumping unit activates pump 2 (in
the pump unit) which returns oil from the reserve tank
and raises the engine sump level until air is no longer
drawn by pump 1. Pump 2 then turns off. The running
level is continuously adjusted at the control point by
alternation between withdrawal and return of oil at
the sump.
LED Monitor Light

• Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
• Regular Pulsing - Pump 2 is returning oil to the FIGURE 30-2. RESERVE ENGINE OIL SYSTEM
engine sump and raising the oil level. 1. Oil Suction 7. Tank Fill Line
• Irregular Pulsing - Oil is on the correct operat- 2. Oil Tank Fill 8. Fill Cap
ing level. 3. Fill Valve 9. Reserve Oil Tank
4. Engine Fill Line 10. Engine Fill Line
Changing Oil 5. Oil Level Sensor 11. Pump Unit
1. Drain both the engine sump and the reserve 6. Air Valve 12. Sight Gauge
tank. Refill both the engine and reserve tank 13. Tank Return Line
with new oil to proper levels.
2. Change engine and reserve tank filters as
required.
3. Start the engine and check for proper operation.

WARNINGS AND CAUTIONS
The following pages give an explanation of the warn-
ing, caution, and service instruction plates and
decals attached to the truck. The plates and decals
listed here are typical of this Komatsu model, but
because of customer options, individual trucks may
have plates and decals that are different from those
shown here.
The plates and decals must be kept clean and legi-
ble. If any decal or plate becomes illegible or dam-
aged, it must be replaced with a new one.
A warning decal surrounds the key switch located to
the right of the steering column on the instrument
panel. The warning stresses the importance of read-
ing the operator's manual before operation.
A grade/speed retard chart is located on the left front

post of the operator's cab and provides the recom-
mended MAXIMUM speeds to be used when
descending various grades with a loaded truck.
Always refer to the decal in operator's cab. This
decal may change with optional truck equipment
such as: wheel motor drive train ratios, retarder grids,
tire sizes, etc.
A plate attached to the right rear corner of the

cab states the Rollover Protective Structure
(ROPS) and Falling Object Protective Structure
(FOPS) meets various SAE performance
requirements.
! WARNING! Do not make modifications to

this structure, or attempt to repair damage
without written approval from Komatsu.
Unauthorized repairs will void certification.
A04059 Warnings and Cautions A4-1

Attached to the exterior of both battery compart-
ments is a danger plate. This plate stresses the need
to keep from making any sparks near the battery.
When another battery or 24VDC power source is
used for auxiliary power, all switches must be OFF
prior to making any connections. When connecting
auxiliary power cables, positively maintain correct
polarity. Connect the positive (+) posts together and
then connect the negative (-) lead of the auxiliary
power cable to a good frame ground. Do not con-
nect to the negative posts of the truck battery or
a ground near the battery box. This hookup com-
pletes the circuit but minimizes danger of sparks near
the batteries.
Sulfuric acid is corrosive and toxic. Use proper safety

gear, goggles, rubber gloves and rubber apron when
handling and servicing batteries. Get proper medical
help immediately, if required.
This plate is placed on both battery boxes and near

the battery disconnect switches to indicate that the
battery system (24VDC) is a negative (-) ground sys-
tem.
These decals are placed above the battery discon-
nect switches on the right side of the front bumper to
indicate OFF and ON positions of the switches.
A4-2 Warnings and Cautions A04059

A warning plate is mounted on top of the radiator
surge tank cover near the radiator cap. The engine
cooling system is pressurized. Always turn the key
switch OFF and allow the engine to cool before
removing the radiator cap. Unless the pressure is
first released, removing the radiator cap after the
engine has been operating for a time will result in the
hot coolant being expelled from the radiator. Serious
scalding and burning may result.
Warning plates are mounted on the frame in front of,

and to the rear, of both front tires. All personnel are
warned that the clearances change when the truck is
steered and could cause serious injury.
Warning plates are attached to both the hydraulic

tank and fuel tank to alert technicians not to work on
the truck with the body in the raised position unless
the body-up retention device (pins or cable) is in
position.

These danger plates are mounted on the outside of
each frame rail to alert technicians to read the warn-
ing labels attached to the side of each of the accumu-
lators (see below) prior to releasing internal nitrogen
pressure or disconnecting any hydraulic lines or
hardware. There are similar decals mounted on top
of each of the accumulators (both steering and
brake) with the same danger message.
This danger plate is attached to all four suspensions.

The plate contains instructions for releasing internal
pressure before disconnecting any hardware.
Serious injury can occur if these directions are not
followed.
A plate on the side of the hydraulic tank furnishes

instructions for filling the hydraulic tank.
Keep the system open to the atmosphere only as
long as absolutely necessary to lessen the chances
of system contamination. Service the tank with clean
Type C-4 hydraulic oil. All oil being put into the
hydraulic tank must be filtered using filters rated at
three microns.
A caution decal is attached below the hydraulic tank

oil level sight gauge. Check level with body down,
engine stopped, and key switch OFF. Add oil per fill-
ing instructions, if oil level is below top of sight glass.

A warning plate is attached to the hydraulic tank to
inform technicians that high pressure hydraulic oil is
present during operation. When it is necessary to
open the hydraulic system, Ensure the engine is
stopped and key switch is OFF to bleed down
hydraulic pressure. There is always a chance of
residual pressure being present. Open fittings slowly
to allow all pressure to bleed off before removing any
connections.
Any operating fluid, such as hydraulic oil, escap-

ing under pressure can have sufficient force to
enter a person's body by penetrating the skin.
Serious injury and possibly death may result if
proper medical treatment by a physician familiar
with this injury is not received immediately.
A wheel motor oil level decal is attached to the gear

cover on both electric wheel motors. This decal
stresses the fact that the truck must be on a level
surface and parked for 20 minutes prior to checking
the oil level. This is necessary in order to get an
accurate reading.
A decal plate located on the frame near the left hoist

cylinder provides the operator or technician with the
hook-up procedure for dumping a loaded, disabled
truck. The use of a functional truck for hydraulic
power is required.
Refer to the Section L for additional instructions for
using this procedure.
Warning decals are applied to both brake accumula-

tors located inside the brake system cabinet behind
the operator cab. These decals remind servicing
technicians to close the accumulator drain valves
after they have been opened to bleed brake pres-
sure. It further warns not to over-tighten the drain
valves to prevent damage to the valve seat(s).

A decal plate is located on the frame near the left
hoist cylinder. It provides the operator or technician
with the hydraulic hook-up procedure before towing a
disabled truck, by using a functional truck for hydrau-
lic power.
This warning decal is located below the battery dis-

connect switches to warn personnel not to discon-
nect the batteries during the first 90 seconds after
turning the key switch off.
This decal is located on the automatic lubrication res-

ervoir informing the technician that the cover should
never be removed for filling purposes as there is
potential for dirt or debris entering the system.
Always fill the grease reservoir through the coupling
provided where the grease passes through a filter
before entering the reservoir.

This caution decal is placed near the battery discon-
nect switches on the right side of the front bumper to
alert servicing technicians that before doing any
welding on the truck, always disconnect the battery
charging alternator lead wire and isolate electronic
control components before making welding repairs.
In addition, always disconnect the positive and nega-
tive battery cables of the vehicle. Failure to do so
may seriously damage the battery and electrical
equipment.
Always fasten the welding machine ground (-) lead to
the piece being welded; grounding clamp must be
attached as near as possible to the weld area.
Never allow welding current to pass through ball
bearings, roller bearings, suspensions, or hydraulic
cylinders. Always avoid laying welding cables over or
near the vehicle electrical harnesses. Welding volt-
age could be induced into the electrical harness and
possibly cause damage to components.
A high voltage danger plate is attached to the door of

the rear hatch cover. High voltage may be present!
Only authorized personnel can access this rear
housing.
A caution decal is also attached to the door of the

rear hatch cover to alert personnel that hot exhaust
air is present and may cause injury.
This caution decal is also placed around the retard-
ing grid cabinet.
These warning plates are mounted on all of the AC

drive control housings and cabinets.
High voltage may be present, with or without, the
engine running!
Only authorized personnel can access these cabi-
nets.

this caution decal is placed on the back of the control
cabinet to alert service technicians that this area con-
tains capacitors and must not be disturbed in any
manner.
This information decal is placed on the outside of the

door panel on the control cabinet wall that faces the
right side of the operator cab.
This decal is placed near three different indicator

lights:
• In the operator cab, on the rear of the center
console.
• On the front of the control box which is mounted
on the right side of the main control cabinet.
• On the outside of the left control cabinet wall that
faces the right side of the operator cab. (See also
Information decal above.)
When any of these indicator lights are on, high
voltage is present throughout the propulsion and
retarding system. Extreme care should be exer-
cised!

This decal is placed on the ground level engine shut-
down switch which is mounted on the right side of the
front bumper structure. It specifies that this switch is
for emergency shutdown only.
This page illustrates a variety of decals which are

mounted on deck mounted cabinets, housings, and
structures which must be lifted in a specific manner,
and from specific points, in order to safely move or lift
any of these structures.
If any of these decals are damaged or defaced, so
that it is no longer legible, it should be replaced
immediately.
Maintenance personnel must follow these lifting
instructions.

A product identification plate is located on the frame
in front of the right side front wheel and shows the
truck model number, maximum GVW and Product
Identification Number (PIN).
The PIN consists of 19 total characters. The first and

last characters are tamper preventative symbols (*).
The remaining 17 alpha/numeric characters are used
to identify 5 characteristics of the machine. The 5
characteristics are detailed below.
WMC - Character positions 1, 2 and 3 identify the

Worldwide Manufacturer Code (WMC). The WMC
designates the manufacturer of the product. Komatsu
brand products are identified with the letters KMT.
MDS - Character positions 4, 5, 6, 7 and 8 identify

the Machine Descriptor Section (MDS). The MDS
code identifies general information regarding
machine specifications. The MDS is a code for the
machine type and model.
CL - Character position 9 identify the Check Letter

(CL). The CL is used to verify the accuracy of the
individual PIN.
FC - Character positions 10 and 11 identify the Fac-

tory Code (FC). The FC identifies the Komatsu fac-
tory in charge of claims for the product. The FC for
electric drive trucks is 61.
SN - Character positions 12, 13, 14, 15, 16, and 17
identify the Serial Number (SN). The SN is a unique
sequential number.

The lubrication chart is mounted on the right hand
side of the radiator grille structure. Refer to Section
P, Lubrication and Service, in this manual for more
complete lubrication instructions.

NOTES:

STANDARD TORQUE CHARTS AND CONVERSION TABLES
This manual provides U.S. standard and metric (SI) EFFECT OF SPECIAL LUBRICANTS
units for most specifications. On Fasteners and Standard Torque Values
References throughout the manual to standard torques Komatsu does not recommend the use of special
or other standard values will be to one of the following friction-reducing lubricants, such as Copper Coat,
charts or tables. For values not shown in these charts Never-Seez®, and other similar products, on the
or tables, standard conversion factors for most threads of standard fasteners where standard torque
commonly used measurements are provided in Table values are applied. The use of special friction-reducing
XIII. lubricants will significantly alter the clamping force
Standard torque values are not to be used when “turn- during the tightening process.
of-the-nut” tightening procedures are recommended. If special friction-reducing lubricants are used,
excessive stress and possible breakage of the
INDEX OF TABLES fasteners may result.
Table I . . . . . . . .Standard Torque Chart (SAE) . . A5-1
When the torque tables specify “lubricated threads” for
Table II. . .Standard Torque, 12-Point, Grade 9 . . A5-2
the standard torque values listed, these standard
Table III . . . Standard Metric Assembly Torque . . A5-2
torque values are to be used with simple lithium base
Table IV . . . . . . .JIC Swivel Nuts Torque Chart . . A5-3
chassis grease (multi-purpose EP NLGI) or a rust-
Table V . . . . . . . . . Pipe Thread Torque Chart . . A5-3
preventive grease (see list, page A5-2) on the threads
Table VI . . . . . . . . . O-Ring Boss Torque Chart . . A5-3
and seats unless specified otherwise.
Table VII . . . . O-Ring Face Seal Torque Chart . . A5-3
Table VIII . .Torque Conversions (ft lbs to N•m) . . A5-4
Verify threads and tapped holes are free of burrs and
Table IX . . Torque Conversions (ft lbs to kg•m) . . A5-4
other imperfections before installing hardware.
Table X . . . Pressure Conversions (psi to kPa) . . A5-4
Table XI . . Pressure Conversions (psi to MPa) . . A5-5
Table XII . . . . . . . . Temperature Conversions . . A5-5
Table XIII . . . . Common Conversion Multipliers . . A5-6
Grade 5 TABLE I. -STANDARD TORQUE CHART

Grade 8
SAE HEX HEAD CAPSCREW AND NUT ASSEMBLY
(LUBRICATED THREADS) - TOLERANCES ±10%
Cap- TORQUE - TORQUE - Cap- TORQUE - TORQUE -
screw GRADE 5 GRADE 8 screw GRADE 5 GRADE 8
Thread Thread
ft lbs kg•m N•m ft lbs kg•m N•m ft lbs kg•m N•m ft lbs kg•m N•m
Size Size
1/4-20 7 0.97 9.5 10 1.38 13.6 3/4-16 235 32.5 319 335 46.3 454
1/4-28 8 1.11 10.8 11 1.52 14.9 7/8-9 350 48.4 475 500 69.2 678
5/16-18 15 2.07 20.3 21 2.90 28 7/8-14 375 51.9 508 530 73.3 719
5/16-24 16 2.21 22 22 3.04 30 1.0-8 525 72.6 712 750 103.7 1017
3/8-16 25 3.46 34 35 4.84 47 1.0-12 560 77.4 759 790 109.3 1071
3/8-24 30 4.15 41 40 5.5 54 1.0-14 570 78.8 773 800 110.6 1085
7/16-14 40 5.5 54 58 8.0 79 1 1/8-7 650 89.9 881 1050 145 1424
7/16-20 45 6.2 61 62 8.57 84 1 1/8-12 700 96.8 949 1140 158 1546
1/2-13 65 9 88 90 12.4 122 1 1/4-7 910 125.9 1234 1480 205 2007
1/2-20 70 9.7 95 95 13.1 129 1 1/4-12 975 134.8 1322 1580 219 2142
9/16-12 90 12.4 122 125 17.3 169 1 3/8-6 1200 166 1627 1940 268 2630
9/16-18 95 13.1 129 135 18.7 183 1 3/8-12 1310 181 1776 2120 293 2874
5/8-11 125 17.3 169 175 24.2 237 1 1/2-6 1580 219 2142 2560 354 3471
5/8-18 135 18.7 183 190 26.2 258 1 1/2-12 1700 235 2305 2770 383 3756
3/4-10 220 30.4 298 310 42.8 420
1 ft lbs = 0.138 kg•m = 1.356 N•m
A05001 11/05 Standard Torque Charts and Conversion Tables A5-1

STANDARD ASSEMBLY TORQUES STANDARD ASSEMBLY TORQUES
For 12-Point, Grade 9 Capscrews (SAE) For Class 10.9 Capscrews & Class 10 Nuts
The following specifications apply to required assembly The following specifications apply to required assembly
torques for all 12-point, grade 9 (170,000 psi minimum torques for all metric Class 10.9 finished hexagon head
tensile) capscrews. capscrews and Class 10 nuts.
• Capscrew threads and seats shall be lubricated • Capscrew threads and seats shall not be lubricated
when assembled. when assembled. These specifications are based
on all capscrews, nuts, and hardened washers
NOTE: Unless the instructions specifically recommend being phosphate and oil coated.
otherwise, these standard torque values are to be used
with simple lithium base chassis grease (multi-purpose NOTE: If zinc-plated hardware is used, each piece
EP NLGI) or a rust preventive grease (see list, this must be lubricated with simple lithium base chassis
page) on the threads. grease (multi-purpose EP NLGI) or a rust preventive
grease (see list, this page) to achieve the same
• Torques are calculated to give a clamping force of clamping forces provided below.
approximately 75% of proof load.
• Torques are calculated to give a clamping force of
• The maximum torque tolerance shall be ±10% of
approximately 75% of proof load.
the torque value shown.
• The maximum torque tolerance shall be within
±10% of the torque value shown.
TABLE II. STANDARD ASSEMBLY TORQUE
for 12-Point, Grade 9 Cap screws TABLE III. STANDARD ASSEMBLY TORQUE
for Metric Class 10.9 Cap screws & Class 10 Nuts
CAPSCREW TORQUE TORQUE TORQUE
SIZE* ft lbs N•m kg•m CAPSCREW TORQUE TORQUE TORQUE
0.250 - 20 12 16 1.7 SIZE* N•m ft lbs kg•m
0.312 - 18 24 33 3.3 M6 x1 12 9 1.22
0.375 - 16 42 57 5.8 M8 x 1.25 30 22 3.06
0.438 -14 70 95 9.7 M10 x 1.5 55 40 5.61
0.500 -13 105 142 14.5 M12 x 1.75 95 70 9.69
0.562 - 12 150 203 20.7 M14 x 2 155 114 15.81
0.625 - 11 205 278 28.3 M16 x 2 240 177 24.48
0.750 - 10 360 488 49.7 M20 x 2.25 465 343 47.43
0.875 - 9 575 780 79.4 M24 x 3 800 590 81.6
1.000 - 8 860 1166 119 M30 x 3.5 1600 1180 163.2
1.000 - 12 915 1240 126 M36 x 4 2750 2028 280.5
1.125 - 7 1230 1670 170 * Shank Diameter (mm) - Threads per millimeter
1.125 - 12 1330 1800 184 This table represents standard values only. Do not use these
1.250 - 7 1715 2325 237 values to replace torque values which are specified in assembly
1.250 - 12 1840 2495 254 instructions.
1.375 - 6 2270 3080 313
1.375 - 12 2475 3355 342
Suggested* Sources for Rust Preventive Grease:
1.500 - 6 2980 4040 411 • American Anti-Rust Grease #3-X from Standard Oil
1.500 - 12 3225 4375 445 Company (also American Oil Co.)
* Shank Diameter (in.) - Threads per inch • Gulf Norust #3 from Gulf Oil Company.
This table represents standard values only. Do not use these
values to replace torque values which are specified in assembly
• Mobilarma 355, Product No. 66705 from Mobil Oil
instructions. Corporation.
• Rust Ban 326 from Humble Oil Company.
• Rustolene B Grease from Sinclair Oil Co.
• Rust Preventive Grease - Code 312 from the
Southwest Grease and Oil Company.
NOTE: This list represents the current engineering
approved sources for use in Komatsu manufacture. It is
not exclusive. Other products may meet the same
specifications of this list.
A5-2 Standard Torque Charts and Conversion Tables 11/05 A05001

TABLE IV. TABLE VI.
TORQUE CHART FOR JIC 37° SWIVEL NUTS TORQUE CHART FOR
WITH OR WITHOUT O-RING SEALS O-RING BOSS FITTINGS
SIZE TUBE SIZE THREADS TORQUE SIZE TUBE SIZE THREADS TORQUE
CODE (O.D.) UNF-2B ft lbs CODE (O.D.) UNF-2B ft lbs
–2 0.125 0.312 – 24 4 ±1 –2 0.125 0.312 – 24 4 ±2
–3 0.188 0.375 – 24 8 ±3 –3 0.188 0.375 – 24 5 ±2
–4 0.250 0.438 – 20 12 ±3 –4 0.250 0.438 – 20 8 ±3
–5 0.312 0.500 – 20 15 ±3 –5 0.312 0.500 – 20 10 ±3
–6 0.375 0.562 – 18 18 ±5 –6 0.375 0.562 – 18 13 ±3
–8 0.500 0.750 – 16 30 ±5 –8 0.500 0.750 – 16 24 ±5
– 10 0.625 0.875 – 14 40 ±5 – 10 0.625 0.875 – 14 32 ±5
– 12 0.750 1.062 – 12 55 ±5 – 12 0.750 1.062 – 12 48 ±5
– 14 0.875 1.188 – 12 65 ±5 – 14 0.875 1.188 – 12 54 ±5
– 16 1.000 1.312 – 12 80 ±5 – 16 1.000 1.312 – 12 72 ±5
– 20 1.250 1.625 – 12 100 ±10 – 20 1.250 1.625 – 12 80 ±5
– 24 1.500 1.875 – 12 120 ±10 – 24 1.500 1.875 – 12 80 ±5
– 32 2.000 2.500 – 12 230 ±20 – 32 2.000 2.500 – 12 96 ±10
TABLE V. TABLE VII.

TORQUE CHART FOR TORQUE CHART FOR
PIPE THREAD FITTINGS O-RING FACE SEAL FITTINGS
PIPE WITH WITHOUT SIZE TUBE SIZE THREADS TORQUE ft

SIZE THREAD SEALANT SEALANT CODE (O.D.) UNF-2B lbs
CODE SIZE ft lbs ft lbs
–4 0.250 0.438 – 20 11 ±1
–2 0.125 – 27 15 ±3 20 ±5
–6 0.375 0.562 – 18 18 ±2
–4 0.250 – 18 20 ±5 25 ±5
–8 0.500 0.750 – 16 35 ±4
–6 0.375 – 18 25 ±5 35 ±5
– 10 0.625 0.875 – 14 51 ±5
–8 0.500 – 14 35 ±5 45 ±5
– 12 0.750 1.062 – 12 71 ±7
– 12 0.750 – 14 45 ±5 55 ±5
– 16 1.000 1.312 – 12 98 ±6
– 16 1.000 – 11.50 55 ±5 65 ±5
– 20 1.250 1.625 – 12 132 ±7
– 20 1.250 – 11.50 70 ±5 80 ±5
– 24 1.500 1.875 – 12 165 ±15
– 24 1.500 – 11.50 80 ±5 95 ±10
– 32 2.000 – 11.50 95 ±10 120 ±10

TABLE VIII. TORQUE CONVERSIONS
Foot Pounds (ft lbs) to Newton-meters (N•m)
ft lbs 0 1 2 3 4 5 6 7 8 9
0 (N·m) 1.36 2.71 4.07 5.42 6.78 8.14 9.49 10.85 12.20
10 13.56 14.91 16.27 17.63 18.98 20.34 21.69 23.05 24.40 25.76
20 27.12 28.47 29.83 31.18 32.54 33.90 35.25 36.61 37.96 39.32
30 40.67 42.03 43.39 44.74 46.10 47.45 48.81 50.17 51.52 52.87
40 54.23 55.59 56.94 58.30 59.66 60.01 62.37 63.72 65.08 66.44
50 67.79 69.15 70.50 71.86 73.21 74.57 75.93 77.28 78.64 80.00
60 81.35 82.70 84.06 85.42 86.77 88.13 89.48 90.84 92.20 93.55
70 94.91 96.26 97.62 98.97 100.33 101.69 103.04 104.40 105.75 107.11
80 108.47 109.82 111.18 112.53 113.89 115.24 116.60 117.96 119.31 120.67
90 122.03 123.38 124.74 126.09 127.45 128.80 130.16 131.51 132.87 134.23
See NOTE on page A5-5 regarding Table usage
TABLE IX. TORQUE CONVERSIONS

Foot Pounds (ft lbs) to kilogram-meters (kg•m)
ft lbs 0 1 2 3 4 5 6 7 8 9
0 (kg.m) 0.138 0.277 0.415 0.553 0.692 0.830 0.968 1.106 1.245
10 1.38 1.52 1.66 1.80 1.94 2.07 2.21 2.35 2.49 2.63
20 2.77 2.90 3.04 3.18 3.32 3.46 3.60 3.73 3.87 4.01
30 4.15 4.29 4.43 4.56 4.70 4.84 4.98 5.12 5.26 5.39
40 5.53 5.67 5.81 5.95 6.09 6.22 6.36 6.50 6.64 6.78
50 6.92 7.05 7.19 7.33 7.47 7.61 7.74 7.88 8.02 8.16
60 8.30 8.44 8.57 8.71 8.85 8.99 9.13 9.27 9.40 9.54
70 9.68 9.82 9.96 10.10 10.23 10.37 10.51 10.65 10.79 10.93
80 11.06 11.20 11.34 11.48 11.62 11.76 11.89 12.03 12.17 12.30
90 12.45 12.59 12.72 12.86 13.00 13.14 13.28 13.42 13.55 13.69
TABLE X. PRESSURE CONVERSIONS

Pounds/square inch (psi) To Kilopascals (kPa)
Formula: psi x 6.895 = kPa
psi 0 1 2 3 4 5 6 7 8 9
0 (kPa) 6.895 13.79 20.68 27.58 34.47 41.37 48.26 55.16 62.05
10 68.95 75.84 82.74 89.63 96.53 103.42 110.32 117.21 124.1 131.0
20 137.9 144.8 151.7 158.6 165.5 172.4 179.3 186.2 193.1 200.0
30 206.8 213.7 220.6 227.5 234.4 241.3 248.2 255.1 262.0 268.9
40 275.8 282.7 289.6 296.5 303.4 310.3 317.2 324.1 331.0 337.9
50 344.7 351.6 358.5 365.4 372.3 379.2 386.1 393.0 399.9 406.8
60 413.7 420.6 427.5 434.4 441.3 448.2 455.1 462.0 468.9 475.8
70 482.6 489.5 496.4 503.3 510.2 517.1 524.0 530.9 537.8 544.7
80 551.6 558.5 565.4 572.3 579.2 586.1 593.0 599.9 606.8 613.7
90 620.5 627.4 634.3 641.2 648.1 655.0 661.9 668.8 675.7 682.6

TABLE XI. PRESSURE CONVERSIONS
Pounds/square inch (psi) To Megapascals (MPa)
Formula: psi x 0.0069 = MPa
psi 0 10 20 30 40 50 60 70 80 90
0 (MPa) 0.069 0.14 0.21 0.28 0.34 0.41 0.48 0.55 0.62
100 0.69 0.76 0.83 0.90 0.97 1.03 1.10 1.17 1.24 1.31
200 1.38 1.45 1.52 1.59 1.65 1.72 1.79 1.86 1.93 2.00
300 2.07 2.14 2.21 2.28 2.34 2.41 2.48 2.55 2.62 2.69
400 2.76 2.83 2.90 2.96 3.03 3.10 3.17 3.24 3.31 3.38
500 3.45 3.52 3.59 3.65 3.72 3.79 3.86 3.93 4.00 4.07
600 4.14 4.21 4.27 4.34 4.41 4.48 4.55 4.62 4.69 4.76
700 4.83 4.90 4.96 5.03 5.10 5.17 5.24 5.31 5.38 5.45
800 5.52 5.58 5.65 5.72 5.79 5.86 5.93 6.00 6.07 6.14
900 6.21 6.27 6.34 6.41 6.48 6.55 6.62 6.69 6.76 6.83
See NOTE below regarding Table usage
NOTE: Tables such as Table VIII, IX, X, and XI may be used as in the following example:
Example: Convert 975 psi to kilopascals (kPa). 3. Multiply by 10:
970 psi = 6688 kPa.
1. Select Table X.
4. Go to psi row 0, column 5; read 34.475
2. Go to psi row 90, column 7; read 668.8
psi = 34.47 kPa. Add to step 3.
97 psi = 668.8 kPa.
5. 970 + 5 psi = 6688 + 34 = 6722 kPa.
TABLE XII. TEMPERATURE CONVERSIONS

Formula: F° - 32 / 1.8 = C° or C° x 1.8 + 32 = F°
CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT CELSIUS FAHRENHEIT

C° F° C° F° C° F°
121 250 482 63 145 293 4 40 104
118 245 473 60 140 284 2 35 95
116 240 464 57 135 275 –1 30 86
113 235 455 54 130 266 –4 25 77
110 230 446 52 125 257 –7 20 68
107 225 437 49 120 248 –9 15 59
104 220 428 46 115 239 – 12 10 50
102 215 419 43 110 230 – 15 5 41
99 210 410 41 105 221 – 18 0 32
96 205 401 38 100 212 – 21 –5 23
93 200 392 35 95 293 – 23 – 10 14
91 195 383 32 90 194 – 26 – 15 5
88 190 374 29 85 185 – 29 – 20 –4
85 185 365 27 80 176 – 32 – 25 – 13
82 180 356 24 75 167 – 34 – 30 – 22
79 175 347 21 70 158 – 37 – 35 – 31
77 170 338 18 65 149 – 40 – 40 – 40
74 165 329 15 60 140 – 43 – 45 – 49
71 160 320 13 55 131 – 46 – 50 – 58
68 155 311 10 50 122 – 48 – 55 – 67
66 150 302 7 45 113 – 51 – 60 – 76
NOTE: The numbers in the unmarked columns refer to temperature in either degrees Celsius (C°) or Fahrenheit (F°). Select a number in
this unmarked column and read to the left to convert to degrees Celsius (C°) or read to the right to convert to degrees Fahrenheit (F°). If
starting with a known temperature (either C° or F°), find that temperature in the marked column and read the converted temperature in the
center, unmarked column.

TABLE XIII
COMMON CONVERSION MULTIPLIERS
COMMON CONVERSION MULTIPLIERS COMMON CONVERSION MULTIPLIERS

ENGLISH TO METRIC METRIC TO ENGLISH
To Convert Multiply Multiply

From TO By To Convert From TO By
inch – in. millimeter (mm) 25.40 millimeter (mm) inch – in. 0.0394
inch – in. centimeter (cm) 2.54 centimeter (cm) inch – in. 0.3937
foot – ft meter (m) 0.3048 meter (m) foot – ft 3.2808
yard – yd meter (m) 0.914 meter (m) yard – yd 1.0936
mile – mi. kilometer (km) 1.61 kilometer (km) mile – mi. 0.6210
sq. in. – in. 2

sq. centimeters (cm ) 2 6.45 sq. centimeters (cm 2) sq. in. – in.2 0.1550
sq. ft. – ft2 sq. centimeters (cm2) 929 sq. centimeters (cm2) sq. ft. – ft2 0.001
cu. in. – in.3 cu. centimeters (cm3) 16.39 cu. centimeters (cm3) cu in – in.3 0.061
cu. in. – in.3 liters (l) 0.016 liters (l) cu in – in.3 61.02
cu. ft. – ft3 cu. meters (m3) 0.028 cu. meters (m3) cu ft – ft3 35.314
cu. ft. – ft3 liters (l) 28.3 liters (l) cu ft – ft3 0.0353
ounce – oz kilogram (kg) 0.028 grams (g) ounce – oz. 0.0353

fluid ounce – fl oz milliliter (ml) 29.573 milliliter (ml) fluid ounce – fl oz. 0.0338
pound (mass) kilogram (kg) 0.454 kilogram (kg) pound (mass) 2.2046
pound (force) – lbs Newton (N) 4.448 Newton (N) pound (force) – lbs 0.2248
in. lbs. (force) Newton meters (N•m) 0.113 Newton-meters (N•m) kilogram meters (kg•m) 0.102
ft lbs (force) Newton meters (N•m) 1.356 Newton-meters (N·m) ft lbs 0.7376
ft lbs (force) kilogram meters (kg•m) 0.138 kilogram-meters (kg•m) ft lbs 7.2329
psi (pressure) kilopascals (kPa) 6.895 kilogram-meters (kg•m) Newton meters (N•m) 9.807
psi (pressure) megapascals (MPa) 0.007 kilopascals (kPa) psi 0.1450
psi (pressure) kilograms/cm2 (kg/cm2) 0.0704 megapascals (MPa) psi 145.038
ton (short) kilogram (kg) 907.2 kilograms/cm 2 (kg/cm2) psi 14.2231
ton (short) metric ton 0.0907 kilograms/cm2 (kg/cm2) kilopascals (kPa) 98.068
quart – qt liters (l) 0.946 kilogram (kg) ton 0.0011
gallon – gal liters (l) 3.785 metric ton ton 1.1023
HP (horsepower) Watts 745.7 liters (l) quart – qt 1.0567
HP (horsepower) kilowatts (kw) 0.745 liters (l) gallon – gal 0.2642
Watts Horsepower HP 0.00134
kilowatts (kw) Horsepower HP 1.3410

SECTION A7
STORAGE PROCEDURES
INDEX
STORAGE AND IDLE MACHINE PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
SHORT TERM IDLE PERIODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
PREPARATION FOR STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
REMOVAL FROM STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
RECONDITIONING AN IDLE VEHICLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
ENGINE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
ENGINE STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Storage-(Short Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Engine Storage- (Long Term) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
ELECTRIC DRIVE TRUCKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
TRANSMISSION PRESERVATION AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Restoring Transmission to Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
A07006 Storage Procedures A7-1

NOTES
A7-2 Storage Procedures A07006

STORAGE AND IDLE MACHINE PREPARATION
There may be periods when it is necessary for a 1. Keep the vehicle fully serviced.
machine to be idle for an extended period of time. 2. On a weekly schedule, perform a visual check
Properly prepared, a stored machine may promptly of the vehicle, start and run the engine until both
and safely be put back into operational service. the engine and transmission are up to operating
Improper preparation, or complete lack of prepara- temperature. Move the vehicle around the yard
tion, can make the job of getting the vehicle back to for a few minutes to insure that all internal gears
operating status difficult. and bearings are freshly lubricated.
The following information outlines the essential 3. Operate all hydraulic functions through com-
proper steps for preparing a unit for extended stor- plete range to insure that cylinder rams and all
age, and the necessary steps to bring it back to oper- seals are fully lubricated.
ational status. Additional information is given to help
restore those machines which were not put into stor-
age, merely shut down and left idle for a long period
of time.
Much of this material is of a general nature since the
environment, where the machine has been standing
idle, will play a big part in its overall condition. Hot,
humid climate will affect vehicle components much
differently than the dry desert atmosphere or a cold
arctic environment. These climatic aspects must be
considered, and appropriate actions taken when
restoring a long term idle vehicle.
These instructions are not intended to be all inclu-
sive, but are furnished to provide the minimum guide
lines. The final aim should always be to provide the 4. Check and operate all systems.
operator with a safe, fully productive vehicle, that he
5. Once a month, perform the 10 hour service
can rely on.
items shown in the Operation and Maintenance
Manuals. Keep batteries properly serviced.
SHORT TERM IDLE PERIODS

There will be periods when a vehicle may be idle
from 30-60 days, but must be ready for use at all
times.
The most effective handling of this type situation is to
follow the procedure given below to prevent any
deterioration from beginning.

PREPARATION FOR STORAGE Refer to Section P, Lubrication and Service, for the
proper anti-freeze and conditioner concentrations.
For long term idle periods, proper preparation will After refilling the system, always operate the engine
pay large dividends in time and money when future until the thermostats open to circulate the solution
operation of the vehicle is scheduled. through the cooling system.
1. Engine should be prepared for storage accord-

ing to instructions found in the engine manufac-
turers manual.
2. The transmission should be prepared for stor- Never store a vehicle with a dry cooling system.
age. Refer to the instructions in this chapter. 8. New hydraulic filters should be installed and the
3. The vehicle should be in top operating condition hydraulic tank fully serviced with type C-4 oil as
with all discrepancies corrected. Paint should specified in Section P, Lubrication and Service.
be in good condition with no rust or corrosion.
All exposed, machined or unpainted surfaces
should be coated with a good rust preventative
grease.
4. After the vehicle has been parked in its storage Any operating fluid, such as hydraulic oil, escap-
location, all hydraulic cylinders, including Hyd- ing under pressure can have sufficient force to
rair suspensions, should be retracted as much enter a person's body by pentrating the skin.
as possible (steering cylinders centered). Wipe Serious injury and possible death may result if
the exposed portion of all cylinder rams clean proper medical treatment by a physician familiar
and, coat (including seals on ends of barrel) with this injury is not received, immediately.
with good preservative grease.
5. If long term storage is anticipated, the vehicle
should be blocked up with the tires clear of the 9. Disconnect batteries, If possible, batteries
ground or floor to remove vehicle weight from should be removed and stored in a battery shop
the tires. Lower air pressure in the tires to 15-25 or a cool dry location on wooden blocks. Do not
psi (103-172 kPa). Completely cover the tires store batteries on a concrete floor. Clean bat-
with tarpolins to minimize rubber oxidation and tery compartment, remove all corrosion and
deterioration. paint compartment with acid proof paint.
6. Clean the radiator. Refer to Section C, Cooling
System, for proper cleaning instructions.
7. The cooling system should be completely
drained, chemically flushed, and refilled with a
conditioned water/antifreeze solution suitable
for the lowest temperature anticipated.
10. Wheel axle housings and final drives should be

fully serviced with prescribed lubricants. Seal all
vents.
11. Exhaust openings and air cleaners should be
covered tightly with moisture barrier paper and
sealing tape.
12. All lubrication points (grease fittings) should be
serviced with the prescribed lubricants.

13. Relieve tension from all drive belts. The engine 4. The cooling system should be completely
manufacturer recommends insertion of heavy drained, chemically flushed, and refilled with a
kraft paper between belts and pulleys to prevent conditioned water/antifreeze solution suitable
sticking. for the lowest temperature anticipated. Refer to
Fluid Specifications in Section P, Lubrication
14. All vandalism covers and locks should be in
and Service, for the proper anti-freeze and con-
place and secured.
ditioner concentrations. After refilling the sys-
15. Cab windows should be closed, locked and tem, always operate the engine until the
sealed and the cab door locked to prevent van- thermostats open to circulate the solution
dalism and weather effects. through the cooling system.
16. The vehicle fuel tanks should be completely 5. Refer to instructions for returning the transmis-
drained of fuel, fogged with preservative lubri- sion to operation at the end of this chapter.
cant, ("NOX-RUST" MOTOR STOR., SAE10) 6. Thoroughly inspect all drive belts, hydraulic, air
and closed tightly. All fuel filters should be and oil lines for evidence of damage, wear or
replaced. deterioration. Replace any suspected lines.
17. If at all possible, to aid those who will eventually Don't take chances on ruptures or blow-outs.
place the unit back in operation, all available 7. New hydraulic filters should be installed and the
service publications (vehicle, engine and trans- hydraulic tank (reservoir) checked and serviced
mission) and a current parts catalog should be with type C-4 oil as specified in Section P,
packaged in a moisture proof package and Lubrication and Service.
placed in the vehicle cab. 8. Drain on fuel tank should be opened to remove
18. Be certain water drain holes in the body are any build up of moisture or sediment that may
open. have accumulated while in storage. Close the
drain then fill the fuel tank with approved diesel
fuel.
REMOVAL FROM STORAGE

If the foregoing preparations were conscientiously
followed in placing the vehicle into storage, getting it
back to operational status is a simple matter of
Never blend gasoline, gasohol and/or alcohol
reversing these steps.
with diesel fuel. This practice creates an extreme
NOTE: Before starting the job or restoring a vehicle fire hazard and under certain conditions may
to operation, obtain copies of the Operation and cause an explosion.
Maintenance Manual, Engine and Transmission 9. Make certain that all hydraulic controls, steering
Manuals and/or the Parts Book and follow all special linkage, and throttle linkage points are lubri-
instructions regarding servicing the vehicle and its cated and operate freely before engine start-up.
components.
10. All electrical connections must be clean and
In addition to removing the storage materials, the fol- tight. Check secureness of all ground straps
lowing actions should be performed. and cables.
1. Inspect the entire vehicle carefully for rust and
corrosion, correct as necessary.
2. Service the engine according to the Engine
Manufacturer's Operation and Maintenance
Manual.
3. Clean the radiator. Refer to Section C, Cooling
System.

11. Install fully charged batteries in unit. Clean con- 18. Use the Operation and Maintenance Manual for
nectors and connect battery cables. Compart- guidance on engine start and vehicle checkout.
ment must be free of corrosion. Secure Make a thorough check of all hose and line con-
batteries with hold downs. nections for leakage when the engine is run-
ning.
12. Check all electrical cables for weathering,

cracks and/or damage. Replace any defective
cables. 19. Before moving the vehicle, cycle all hydraulic
controls and steering to verify proper operation.
Verify proper operation of service brakes, emer-
gency braking system and parking brake.
Check all system instruments to insure that all
systems are operational.
Air pressure must be released from any tires with
20. When all systems are operational and all dis-
bad cuts or wear that extends into the plies,
crepancies are corrected, road test the vehicle
before removing from the vehicle. Also, do not
in a smooth, level, unobstructed area (with qual-
allow personnel to stand in removal path of tires.
ified, experienced operator only) to check steer-
13. Check all tires, carefully for serviceability and ing response, transmission shifting, service
inflate to proper pressure. brake efficiency, and hydraulic functions. Only
14. If disconnected, reconnect the parking brake when it is assured that the vehicle is in safe
linkage. operational condition should it be turned over to
an operator.
15. Completely service the vehicle as recom-
mended in Section P, Lubrication and Service, 21. Fire protection equipment on a machine which
for both 10 and 100 hour inspections. has been in storage should be recharged before
the machine is returned to service.
16. Adjust all drive belts to the specified tension.
17. Make certain that all hydraulic controls, steering
linkage and throttle linkage points are free and
properly lubricated before engine start up.

RECONDITIONING AN IDLE VEHICLE 3. Inspect tires thoroughly for tread and side wall
condition, weathering, cuts and cracks.
a. Any tire suspected of being unserviceable
should be dismounted and thoroughly
inspected inside and out before being
inflated.
Never attempt operation of a vehicle which has
been standing idle for a long period until all sys-
tems which affect steering, brakes, engine, trans-
mission and running gear have been completely
reconditioned. An unsafe vehicle can cause seri-
ous injuries and/or major property damage - Do not mix rim parts of different rim manufactur-
DON'T TAKE CHANCES! ers. Rim parts may resemble those of a different
At times a vehicle is subjected to long idle periods manufacturer, but the required tolerances may be
without being properly serviced for storage - merely wrong. Use of mismatched rim parts is hazard-
shut down and left to the elements for an extended ous.
period. Reconditioning of this vehicle can and does b. If tires are dismounted, all wheel compo-
present a major expenditure of time and money when nents must be cleaned, inspected, all rust
it is to be put into operating condition. and corrosion removed and parts repainted
1. Remove all trash and thoroughly clean the vehi- as applicable before remounting the tires.
cle before starting any inspection or mainte- Follow the safety rules when mounting and
nance. inflating tires.
2. Remove vehicle batteries and move to battery c. Mount and inflate tires as shown in the ser-
shop for service and charging or replacement vice manual.
as necessary. 4. Inspect vehicle service brakes, carefully.
Before disabling the brake circuit, block all

wheels to prevent possible movement of the
vehicle.
The use of vapor degreasing or steam cleaning is
not recommended, either for brake assemblies or
the component parts. Corrosion and rusting may
occur.
a. All brake lines and connections must be
clean, serviced and free of rust and corro-
sion.
b. Treadle valves must operate smoothly and
show no internal or external damage or con-
tamination. Leakage limitations are shown in
Section J, Brake System.
Do not disassemble an inflated tire. Remove c. The parking brake actuator must cycle
valve core slowly, and allow pressure to bleed off smoothly when actuated by the parking
before attempting to remove the lockring. Also, brake valve.
eye protection should be worn during tire defla-
tion to protect against any foreign object being
projected into the eyes.

5. The vehicle engine should be inspected and a. Check all transmission electrical connections
serviced according to the Engine Manufac- for corrosion, cleanliness and tightness.
turer's Operation And Maintenance Manuals. Check electrical cables for weathering, dam-
age and proper clamping.
a. Insure that exhaust is clear and clean with no
foreign materials. If water entry is suspected, b. Check drive lines for worn U-joints and
disconnect air tubes at the turbochargers to proper hardware torque.
check for water damage before attempting
c. Check the condition of the transmission
startup.
mounts.
b. Replace fuel filters. Fill filter cans with fresh 7. If fuel was left in the tank, it must be removed.
fuel for engine priming. Do not attempt to use old diesel fuel.
a. With the tank empty, remove inspection
plates and thoroughly check the interior of
the tank; clean if necessary to remove sedi-
ment and contamination. If the fuel was con-
Have a new safety filter (secondary) filter element
taminated, the lines should be disconnected
on hand before removing old one. Do not keep
and blown clear.
intake system open to atmosphere any longer
than absolutely necessary. b. Check all fuel lines for deterioration or dam-
age. Replace lines as necessary.
c. Remove and replace both the primary and
safety filter (secondary) elements in the air c. Replace inspection covers, and install new
cleaners. Check all intake lines between air gaskets.
cleaners and engine. All clamps must be d. Fill the tank with specified diesel fuel.
tight.
e. Replace fuel filters.
d. The tubes in the precleaner section of the air
cleaner assembly should be inspected; all
tubes should be clear and clean. Use a light
to inspect the tubes. The light should be visi-
ble. If clogging is evident, the precleaner Any operating fluid, such as hydraulic oil or
must be cleaned. Clean the precleaner brake fluid escaping under pressure, can have
according to instructions in Section C. sufficient force to enter a person's body by pene-
e. Drain and flush the engine cooling system. trating the skin. Serious injury and possible
Fill with coolant and inhibitors after checking death may result if proper medical treatment by a
all lines, hoses and connections. Refer to physician familiar with this injury is not received,
Section P, Lubrication and Service, for anti- immediately.
freeze recommendations. Radiator cores 8. The hydraulic tank should be drained. If oil is
must be clear of dirt and trash. not contaminated and is stored in clean contain-
ers, it may be reused if filtered through 3-micron
filter elements when being pumped back into
the tank. Do not attempt to use contaminated
hydraulic oil, especially if water entry into the
system is suspected.
To prevent injuries, always release spring ten-
sion before replacing the fan belt. NOTE: If filling is required, use clean hydraulic oil
f. Check and tighten engine fan drive belts, only. Refer to the Lubrication chart in Section P,
and install a new belt set if necessary. Lubrication and Service, for proper oil specifications.
g. Check and tighten the engine mounts. a. Replace hydraulic filter elements and clean
suction strainer elements. While suction
6. Inspect and service the transmission according strainers are removed, inspect and clean the
to the Transmission service manual. interior of the tank thoroughly to remove all
NOTE: If a hydraulic pump or the engine is sediment and foreign material.
inoperative, the dump body should be raised with a b. Inspect all hydraulic lines for deterioration or
crane so body holding devices can be installed. damage. Replace suspect lines - don't risk
hose ruptures or blow outs.

c. Check all hydraulic components - pumps, ENGINE OPERATION
valves and cylinders for damage and corro-
sion. Secure all mountings and connections.
Control valves in the cab must be free mov-
ing with no binding.
d. Check exposed portions of all hydraulic cyl- Insure that all tools and loose equipment have
inder rams for rust, pitting and corrosion. If been removed prior to engine start-up. Sound
plating is deteriorated, the cylinder should be horn prior to engine start. Make sure emergency
removed and overhauled or replaced; pitted shut down is reset. Cables must be free moving
or scored plating will cause leakage at the in their housings.
cylinder seals.
When all reconditioning operations have been com-
9. Check the front wheel hub, final drive and wheel
pleted, a static check of engine operation along with
axle lubricant. If contamination is suspected, oil
operation of systems as well as verification of braking
should be drained completely and the compo-
and steering must be done before the vehicle is
nent serviced with clean prescribed lubricant. If
moved.
major contamination is present, disassembly
and overhaul will be in order.
10. Check the parking brake. Since it is spring-
applied, the brake pads may be stuck tightly to
the disc, it may be necessary to remove and
overhaul the parking brake assembly.
11. Lubricate all grease fittings with prescribed
lubricants which are not part of the automatic
lubrication system. All pivot points must be free
of any binding.
12. Check the alternator for corrosion or deteriora-
tion. The alternator rotor must be free, with no
binding or roughness. Inspect, install and prop-
erly tension the alternator drive belts.
1. Insure all personnel are clear of equipment
13. Check secureness of steering cylinder ball
before starting engine. Always sound the horn
joints, link, and hydraulic connections.
as a warning before actuating any operational
14. Examine Hydrair suspensions for signs of dam- controls.
age.
a. Discharge nitrogen from suspensions as out-
lined in Section H. Check the condition of the
suspension oil and cylinder wipers. If wipers
are cracked or hardened, the suspension Before starting engine, clear the immediate area
must be rebuilt. Recharge the suspension of personnel and obstructions.
with new oil if old oil is deteriorated. Never start the engine in a building unless the
b. Check exposed chrome portions of the cylin- doors and windows are open and ventilation is
der for rust, pitting and corrosion. If plating is adequate.
deteriorated the suspension should be 2. Turn key switch ON. Warning lights for low
removed and overhauled or replaced; pitted brake, and steering pressure should illuminate
or scored plating will rapidly cause leakage and the horn should sound. If the horn does not
at the seals. sound, check all components in the circuit and
correct the discrepancy before continuing.
c. Recharge suspensions as outlined in the
service manual. 3. Start the engine, and watch the engine oil pres-
sure gauge; if pressure does not show on the
15. If not previously done, install fully charged bat- gauge within 10 - 15 seconds, shut down the
teries and completely charge air tank (if engine and locate the problem.
equipped) with shop air.

4. While the engine is warming up, check the
engine and related components for any leaks. 3. Check gauges, warning lights and instruments
Check the hydraulic pump for leakage as well before moving the machine to insure proper
as all hydraulic lines. system operation and proper gauge functioning.
5. Listen for any abnormal engine noises. Give special attention to braking and steering
6. Check the transmission and piping for leakage. circuit warning lights. If warning lights come on,
If leakage is evident, shut down the engine and shut down the engine immediately and deter-
correct before continuing the checkout. Listen mine the cause.
for unusual sounds, which may indicate prob- 4. Cycle hoist controls and steering several times
lems in components. to remove trapped air. Complete steering cycles
7. When the engine is up to operating tempera- in both directions to verify steering response,
ture, check operation of the throttle circuit - smoothness and reliability. Check seals and
acceleration should be smooth. Watch the lines for leaks.
gauges closely for any abnormal activity. 5. When satisfied that all discrepancies have been
Proper temperatures and pressures are shown corrected, the vehicle is ready for a road test.
in the Engine Operation and Maintenance Man- This test should be done only by a capable and
ual. experienced operator and should be accom-
plished in a large open area where plenty of
maneuvering room is available. Some of the
road test items which should be covered will
AFTER ENGINE HAS STARTED include:
Any machine which is unsafe and/or not in top oper- a. Repeated test of braking efficiency at pro-
ating condition should not be assigned to an operator gressively higher speeds. Start at slow
for production use. speeds. Don't take chances with higher
1. Become thoroughly familiar with steering and speeds until the machine has been deter-
emergency controls. Test the steering in mined to be completely safe.
extreme right and left directions. If the steering b. Progressive upshifting and downshifting
system is not operating properly, shut the through all speed ranges to insure proper
engine down, immediately. Determine the steer- transmission shifting and synchronization.
ing system problem and have repairs made
6. When all tests and checks have been made and
before resuming operation.
the vehicle is ready for work, it should be visu-
2. Operate each of the brake circuits at least twice ally rechecked and fully serviced according to
prior to operating and moving the machine. Section P, Lubrication and Service.
These circuits include individual activation of
the service brake and parking brake from the
operator's cab. Some of the conditions (others may be found) which
a. Activate each circuit individually with the might be encountered after a machine has been
engine running and with the hydraulic circuit exposed to the elements for a long period would
fully charged. include:
b. If any application or release of any brake cir- • Increased corrosion and fungus growth on
cuit does not appear proper or if sluggish- electrical components in humid/tropical areas.
ness is apparent on application or release, • Accelerated rust formation in humid climates.
shut the engine down and notify mainte-
nance personnel. Do not operate the • Increased sand and dust infiltration in windy, dry
machine until the brake circuit in question is dusty areas. (These conditions can approach
sand blasting effects.)
fully operational.
• Deterioration of rubber products in extreme cold
areas. Cables, hoses, O- rings, seals and tires
may become weather checked and brittle.
• Animal or bird's nests in unsealed openings.

ENGINE STORAGE
Engine Storage-(Short Term)
11. Disconnect the electrical wiring from the fuel
1 Month to 6 Months pump solenoid.
This procedure describes the proper method for the 12. Turn the fuel pump manual shutoff valve coun-
short term storage of an engine. terclockwise until it stops.
13. Crank the engine slowly. Spray lubricating oil
into the intake manifold and the inlet of the air
Prepare the Engine for Short Term Storage compressor.
1. Operate the engine at high idle until the coolant 14. Cover all of the openings with tape to prevent
temperature is 160° F (70° C). dirt and moisture from entering the engine.
2. Turn the engine off. 15. Drain the coolant.
3. Disconnect the fuel lines to the engine fuel filter
NOTE: It is not necessary to drain the coolant if it is a
and the injector return line.
permanent type antifreeze with a rust inhibitor.
4. Use a preservative oil. Use Dauber T Chemical
NoxRust No. 518, or equivalent. The oil must 16. Store the engine in an area that is dry and has a
meet Military Specification MIL-L-644, Type P- uniform temperature.
9. 17. Bar turn the Crankshaft two or three revolutions
5. Fill two containers, one with diesel fuel, and the every 3 to 4 weeks.
second with preservative oil. Put both fuel lines
in the container of diesel fuel.
6. Start the engine.
7. After the engine is operating smoothly, transfer
the fuel supply line to the container of preserva-
tive oil. Operate the engine until the preserva-
tive oil flows out of the injector return line. Remove the Engine from Short Term Storage
8. Turn the engine off. Connect the fuel lines to 1. Prime the lubricating system. Refer to Cummins
the fuel filter and the injector return line. Engine Shop Manual, (Section 14-01, Engine
9. Drain the oil pan sump, oil filters, and fuel filters. Run-in-Period).
10. Install the drain plugs in the oil sump. The sump 2. Fill the coolant system if necessary.
can remain empty until the engine is ready to be 3. Adjust the injector and the valve clearance.
returned to service. Refer to Cummins Engine Shop Manual, (Sec-
tion 00-02, Engine Assembly).
4. Tighten the intake manifold mounting cap
screws to specified torques, refer to the Cum-
mins Service Manual for specifications.
Put a warning tag on the engine. The tag must 5. Fill the oil pan sump, oil filters, and fuel filters
indicate: with recommended lubricants and fuels.
• The engine does not contain oil.

• Do not operate the engine.

Engine Storage- (Long Term)
6 Months to 24 Months
This procedure describes the proper method for the
long term storage of an engine.
Put a WARNING tag on the engine. The tag must

indicate:
Prepare the Engine for Long Term Storage
• The engine has been treated with
1. Operate the engine at high idle until the coolant preservatives.
temperature is 160° F (70° C). • Do not bar turn the crankshaft.
2. Turn engine off. • The coolant has been removed.
3. 3. Drain the oil. Install the drain plugs. Use Shell • The date of treatment.
66202 or equivalent, preservative oil. The oil • Do not operate the engine.
must meet Military Specification MIL-L-21260,
Type P-10, Grade 2, SAE 30. Fill the engine to
the "HIGH" mark. 16. Store the engine in an area that is dry and has a
uniform temperature.
4. Disconnect the fuel lines to the engine fuel filter
and the injector return line.
5. Use Daubert Chemical NoxRust No. 518, or an
equivalent preservative oil. The oil must meet
Military Specification MIL- L- 644 Type P9. Remove the Engine from Long Term Storage
6. Fill two (2) containers: one with diesel fuel, the 1. Use clean diesel fuel. Flush the fuel system
second with preservative oil. Put both fuel lines until all of the preservative oil is removed.
in the container of diesel fuel.
2. Remove the plug from the main oil rifle pas-
7. Start the engine. sage. Use a hot, lightweight mineral oil. To flush
8. After the engine is operating smoothly, transfer all of the preservative oil from the engine: Bar
the fuel supply line to the container of preserva- the engine crankshaft three to four revolutions
tive oil. Operate the engine until the preserva- during the flushing procedure.
tive oil flows out of the injector return line. 3. Fill the oil pan sump, oil filters, and fuel filters.
9. Turn the engine off. Connect the fuel lines to 4. Drain the rust preventative compound from the
the fuel filter and the injector return. cooling system. Fill the cooling system with
10. Drain the preservative oil from the engine oil coolant.
pan sump, the air compressor and the oil filters. 5. Prime the lubricating system. Refer to Cummins
11. Remove the intake and exhaust manifolds. Engine Shop Manual, (Section 14-01, Engine
Spray preservative oil into the intake and Run-in-Period).
exhaust ports in the cylinder heads and in the 6. Adjust the injector and the valve clearance.
manifolds. Refer to Cummins Engine Shop Manual, (Sec-
tion 00-02, Engine Assembly).
12. Spray preservative oil in the intake port on the
air compressor. 7. Tighten the intake manifold mounting cap
screws.
13. Use a rust preventative compound that meets
Military Specification MIL-C-16173C, Type P-2,
Grade 1 or 2. Brush or spray the compound on
all of the exposed surfaces that are not painted.
14. Remove the rocker lever covers. Spray the
rocker levers, the valve stems, the springs, the
valve guides, the crossheads, and the push
rods with preservative oil. Install the covers.
15. Cover all the openings with heavy paper and
tape to prevent dirt and moisture from entering
the engine.

ELECTRIC DRIVE TRUCKS
Storage Instructions and Procedures Placing Equipment Into Storage
This instruction provides the recommended proce- Perform the following instructions when preparing
dures for protecting equipment from damage during General Electric equipment for storage. There are
both short-term and long-term storage periods and three main equipment categories to consider:
for maintaining adequate protection while in storage. 1. When storing a truck that is operational.
Also included are instructions for placing this equip-
ment into service after having been stored. 2. When storing a truck that is not operational.
3. When storing major components (Motorized
For the purposes of this instruction, a short-term stor- Wheel, alternator, etc.).
age period is considered to be less than three
months; a long-term storage period is considered to These three major categories are the basis for deter-
be three months or longer. mining required protective measures.
General Electric recommends a maximum storage NOTE: In addition to these instructions, refer to truck
period of three years, with these storage procedures storage instructions.
being repeated after each year. After a storage When Storing A Truck That Is Operational
period of three years or more, the Motorized Wheels
should be removed and sent to an overhaul facility When a fully operational truck is being placed into
for teardown and inspection of seals and bearings. storage for less than three months, the best protec-
These should be replaced if necessary. tive measure which can be taken is to drive the truck
once a week for at least 30 minutes. Prior to driving
Periodic (every three months) inspections should be the truck, the rotating equipment should be Meg-
made to determine the lasting qualities of long-term gered and:
storage protection measures. Such inspections will
indicate the need for renewing protective measures 1. If greater than 2 megohms, run normally.
when necessary to prevent equipment deterioration. 2. If less than 2 megohms, isolate condition and
correct before running.
Proper storage of this equipment is vital to equipment
life. Bearings, gears, and insulation may deteriorate Driving the truck circulates oil in the gear case to
unless adequate protective measures are taken to keep gears and bearings lubricated and free from
protect against the elements. For example, bearings rust. It also prevents deterioration of the brushes,
and gears in the Motorized Wheel gear case are sus- commutators and slip rings.
ceptible to the formation of rust; insulation in rotating
When a fully operational truck is being placed into
electrical equipment can accumulate moisture; and
storage for three months or longer, and the truck
bearings may become pitted.
cannot be operated weekly throughout the storage
period as indicated above, perform the following
instructions:
1. Drain oil from the gear case and install rust pre-
NEVER APPLY ANY SPRAY, COATING OR ventive 4161 (product of Van Straaten Chemi-
OTHER PROTECTIVE MATERIALS TO AREAS cal Co.)or equivalent. Fill per General Electric
NOT SPECIFICALLY RECOMMENDED. Motorized Wheel Service Manual.
It is also important to note that these instructions 2. Megger the wheels as indicated in the instruc-
cannot possibly anticipate every type of storage con- tions above. Operate the truck for at least 30
dition and, therefore, cannot prevent all equipment minutes to insure that the rust preventive com-
deterioration problems caused by inadequate stor- pound has been thoroughly circulated through-
age. However, these instructions should be consid- out the gear case. Stop the truck and drain the
ered as a minimum procedure to achieve the best rust preventive compound.
possible equipment life and the lowest operating cost
NOTE: Do not run a LOADED truck with rust
when the equipment is returned to service.
preventive compound in Motorized Wheel gear
NOTE: Local conditions and/or experience may cases.
require ADDITIONAL procedures and/or additional
storage precautions.

When Storing A Truck That Is Not Operational
When a truck which is not fully operational is being

stored for a period of any length, perform the follow-
Do not operate trucks without oil in the Motorized ing:
Wheel gear cases.
1. Drain the oil from the gear case and install rust
preventive compound 4161 (or equivalent). Fill
3. Perform a megohmmeter test. Refer to the per General Electric Motorized Wheel Service
truck's Vehicle Test instructions for the correct Manual.
procedure. Record the Megger readings for 2. Jack each side of the truck (one side at a time)
future reference. They will be helpful in deter- enough to rotate the tires.
mining if deterioration is being experienced
3. Connect a D-C welder as described in the Vehi-
when additional Megger tests are made as part
cle Test Instructions (Wheel Motor inst. 400A,
of the periodic inspection.
arm & field in stress 900- 1000 rpm arm).
4. Lift all brushes in the Motorized Wheels, blow-
4. Rotate each Motorized Wheel (one at a time)
ers and the alternator. They must be removed
for at least 30 minutes to insure that the rust
from the brush holder. Disconnecting brush pig-
preventive compound has been thoroughly cir-
tails is not required.
culated throughout the gear case. Disconnect
5. Cover any open ductwork with screening mate- the welder. Remove the jacks. Drain the gear
rial to prevent rodents from entering. Then tape case.
over the screen to prevent the entry of water
5. If the truck is partially dismantled, pay careful
and dirt (allow breathing).
attention to ductwork, blower shrouds, etc.,
6. Examine all exposed machined surfaces for which may be exposed to weather conditions as
rust or other dirt accumulation. Remove all dirt a consequence. These areas will require the
as necessary. Remove rust by using a fine same sealing measures as in Step 5 above
abrasive paper. Old flushing compound can be which deals with protecting ductwork. Cover
removed with mineral spirits (GE-D5B8). Meth- exposed blower housings to prevent entry of
anol should be used to remove all residue. water and dirt.
When clean, coat with Tarp B rust preventive.
6. Perform Steps 3 through 11 under When Stor-
Refer to General Electric Motorized Wheel Ser-
ing a Truck that is Operational.
vice Manual for specifications.
7. Loosen exciter drive belts (where applicable).
8. Open all switches in the control compartment. When Storing A Major Component
9. Install a 500 watt heat source inside all control When storing a Motorized Wheel, alternator, blower
groups which house electronic control equip- or control group for a period of any length, always
ment. These heat sources are to be energized store it inside a warm, climate-controlled environ-
below 32° F (0° C) and de-energized above 41° ment. Do not attempt to store individual components
F (5° C). where they would be exposed to inclement weather,
10. Install a 500 watt heat source inside the com- climatic changes, high humidity and/or temperature
mutator chamber of both Motorized Wheels and extremes.
inside the alternator slip ring chamber. This will
minimize the accumulation of moisture. A hole
in the bottom of the hubcap will accommodate
the electrical cord for the heat source in the
Motorized Wheels. These heat sources are to
be energized continuously.
11. Seal compartment doors with a weatherproof
tape to prevent entry of rain, snow and dirt
(allow breathing).

Periodic Inspections amount oil to be used. This oil should be
drained and new oil should be added after 500
It is important that periodic inspections (every three
hours of operation.
months) of stored equipment be performed to insure
the continued serviceability of all protective mea- 5. Clean all Motorized Wheel grease fittings in the
sures initially taken when the storage period began. axle box. Insure that all grease lines are com-
Items which should be checked at each inspection pletely full of grease. Then add the recom-
interval are listed as follows: mended amount of grease to all fittings.
6. Install brushes in the Motorized Wheels, blow-
1. Remove the weatherproof tape from the com-
ers and the alternator. Make sure that brushes
partment doors and preform a Megger test as
move freely in their carbonways and that they
described in the Vehicle Test Instructions.
have enough length to serve until the truck's
Record the test results and compare them with
next inspection period. Install new brushes if
the recorded Megger readings taken when stor-
necessary. Insure that all brush pigtail screws
age first began, and those taken throughout the
are tight.
storage period. Remove all test equipment and
close up the compartment. Reseal the compart- 7. Perform a megohmmeter test. Refer to the
ment doors with new weatherproof tape. If truck's Vehicle Test Instructions for the correct
Megger readings indicate a deterioration of procedure. If Megger readings are less than 2.0
insulation quality, to below 2.0 megohms then megohms, the problem could be an accumula-
consideration should be given to providing tion of moisture in motor or alternator. If this is
more protection. the case, the faulty component will have to be
isolated and dried out using procedures recom-
2. Check all other weatherproofing tape. Replace
mended in the G.E.Service Manual.
any that has become loose or is missing com-
pletely. 8. Perform a thorough inspection of the Motorized
Wheels, alternator, blowers and control com-
3. Check all heat sources. Replace or repair any
partments. Look for:
units which have become inoperative.
4. Check all machine surfaces which were coated a. Rust or dirt accumulation on machine sur-
with flushing compound when storage began. If faces
compound appears to be deteriorating, it must b. Damaged insulation
be cleaned off and renewed.
c. An accumulation of moisture or debris
Placing Equipment Into Service After Storage
d. Loose wiring and cables
When taking equipment out of storage, perform the
e. Any rust on electrical connectors in the con-
following procedures:
trol compartment
When A Truck Is Operational f. Any loose cards in the card panels
If a truck has been operated weekly throughout the g. Any accumulation of moisture or debris in
storage period, perform a complete visual inspection ductwork.
of the Motorized Wheels, blowers, alternator and
control compartments. Repair any defects found, Clean and make repairs as necessary.
then place the truck directly into service. 9. Check retarding grids and insulators for loose
connections and dirt accumulation. Clean and
When A Truck Is Not Operational
make corrections as necessary.
If the truck was not operated weekly throughout the 10. Where applicable, check exciter drive belts for
storage period, perform the following procedures: cracks, and deterioration. If acceptable, set belt
1. Remove all weatherproofing tape from control tension to specification.
compartment doors and ductworks. 11. Before starting engine, turn on control power.
2. Remove all screening material from ductwork. Check that contactors and relays pick up and
3. Remove all heat sources from Motorized drop out normally.
Wheels, control compartments and the alterna-
tor.
4. Fill with recommended oil. Refer to the Motor-
ized Wheel Service Manual for the type and

12. Perform a start-up procedure on the complete
system to insure maximum performance during
service. Refer to the truck's Vehicle Test
Instructions for the complete test procedure.
For The First Hour

After all storage protection has been removed, the
truck has been cleaned and inspected and repairs
made as necessary, the Motorized Wheel gear case
has been filled with new oil, the dirt seals have been
completely purged with new grease and the system
completely checked, the truck can be placed into ser-
vice. It is recommended, however, that the truck be
driven unloaded at a low speed (10 mph) for the first
hour of operation.

TRANSMISSION PRESERVATION AND 5. Continue running the engine at 1500 rpm with
STORAGE the transmission in neutral until normal operat-
ing temperature is reached.
Storage, New Transmission
(Prior to installation). New transmissions are tested
with preservative oil and drained prior to shipment.
The residual oil remaining in the transmission pro-
vides adequate protection to safely store the trans- If the unit does not have a converter-out tempera-
mission for up to one year (stored inside the ture gage, do not stall the converter.
conditions of normal climate and with all shipping 6. If normal operating temperature is less than
plugs installed) without further treatment. 225° F (107° C), shift the transmission to the
Preservation Methods. When the transmission is to highest forward range and stall the con-
be stored or remain inactive for an extended period verter.When the converter-out temperature
(one or more years), specific preservation methods reaches 225° F (107° C), stop the engine. Do
are recommended to prevent damage due to rust, not exceed 225° F (107° C).
corrosion, and organic growth in the oil. Preservation 7. As soon as the transmission is cool enough to
methods are presented for storage with and without touch, seal all openings and the breather with
transmission fluid. moisture-proof tape.
8. Coat all exposed, unpainted surfaces with pre-
Storage, One Year -- Without Oil
servative grease such as petrolatum (MIL-C-
1. Drain the oil. 11796, Class 2).
2. Spray two ounces (60 milliliters) of VCI #10 9. If additional storage time is required, repeat
through the fill tube. steps (2) through (8) at yearly intervals; except,
3. Seal all openings and the breather with mois- it is not necessary to drain the transmission
ture-proof tape. each year. Just add Motorstor and Biobor Jf (or
4. Coat all exposed, unpainted surfaces with pre- equivalents).
servative grease such as petroleum (MIL-C-
11796, Class 2).
5. If additional storage time is required, repeat Restoring Transmission to Service
steps (2), (3) and (4) at yearly intervals. 1. Remove all tape from openings and the
breather.
2. Wash off all external grease with mineral spirits.
Storage, One Year With Oil (normally in a vehicle 3. If the transmission is new, drain the residual
chassis) preservative oil. Refill the transmission to the
1. Drain the oil and replace the oil filter element(s). proper level with C-4 transmission fluid.
2. Fill the transmission to operating level with a 4. If the transmission was prepared for storage
mixture of one part VCI #10 (or equivalent) to without oil, drain the residual oil and replace the
30 parts C-3 transmission fluid. Add 1/4 tea- oil filter elements. Refill the transmission to the
spoon of Biobor JF (or equivalent) for each 3 proper level with C-4 transmission fluid.
gallons (11 liters) of fluid in the system. 5. If the transmission was prepared for storage
NOTE: When calculating the amount of Biobor JF with oil, it is not necessary to drain and refill the
required, use the total volume of the system, not just transmission with new transmission fluid. Check
the quantity required to fill the transmission. Include for proper fluid level. Add or drain transmission
external lines, filters, and the cooler. fluid as required to obtain to proper level.
3. Run the engine for approximately five minutes
at 1500 rpm with the transmission in neutral.
4. Drive the vehicle. Make sure the transmission
shifts through all ranges. Make sure the lockup
clutch is working.

NOTES

SECTION B
STRUCTURES
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-1
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-1
FUEL TANK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-1
B01022 Index B1-1

NOTES:
B1-2 Index B01022

SECTION B2
STRUCTURAL COMPONENTS
INDEX
STRUCTURAL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-3
LADDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
RIGHT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
LEFT DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
CENTER DECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-7
B02029 Structural Components B2-1

NOTES:
B2-2 Structural Components B02029

STRUCTURAL COMPONENTS
The 830E deck components are removable in sec-
tions as shown in Figure 2-1. The following removal
and installation instructions detail the steps to be
taken before the decks and hood can be removed.
Additional steps may be required before the deck or
another major structure is removed, depending on The anti-slip material on the decks should be
optional equipment installed on the truck at the fac- inspected and maintained for the safety of all per-
tory or after delivery. sonnel.
Prior to removal or repair procedures, it may be nec-

essary to remove the body to provide clearance for • If weld repairs are necessary, disconnect all
lifting equipment to be used. If body removal is not electrical harnesses and remove the ground
required, the body should be raised and the safety strap from the engine control system (governor)
cables installed at the rear of the truck. located in the auxiliary control cabinet behind the
cab.
Read and observe the following instructions • All hoses and mating fittings should be capped as
before attempting any repairs! they are removed to prevent possible system
contamination.
• It is important to tag and visually verify all cables,
harnesses, hoses etc. have been removed
before the structure is lifted off the truck.
• For cab removal instructions, refer to Section N,
• Do not attempt to work in deck area until body Truck Cab, in this manual.
safety cables have been installed.
• Do not step on or use any power cable as a
handhold when the engine is running. Preparation
• Do not open any electrical cabinet covers or 1. Reduce the engine speed to idle. Place the
touch the retarding grid elements until all selector switch in PARK. Be certain the parking
shutdown procedures have been followed. brake applied indicator lamp in the overhead
• All removal, repairs and installation of panel is illuminated.
propulsion system electrical components, 2. Place the drive system in the rest mode by turn-
cables etc. must be performed by an ing the rest switch on the instrument panel ON.
electrical maintenance technician properly Ensure the rest warning lamp is illuminated.
trained to service the system.
3. Shut down the engine using the key switch. If,
• In the event of a propulsion system for some reason the engine does not shut
malfunction, a qualified technician should down, use the shutdown switch on the center
inspect the truck and verify the propulsion
console.
system does not have dangerous voltage
levels present before repairs are started. 4. Verify the link voltage lights are off. If they
remain on longer than 5 minutes after shut-
down, notify the electrical department.
After the truck is parked in position for the repairs, 5. Verify the steering accumulators have bled
the truck must be shut down properly to ensure the down by attempting to steer.
safety of those working in the areas of the deck, elec-
6. Bleed down the brake accumulators using the
trical cabinet and retarding grids. The following pro-
manual bleed valves on the brake manifold.
cedures will ensure the electrical system is properly
discharged before repairs are started. 7. Open the battery disconnect switches.

LADDERS
A diagonally mounted ladder (7, Figure 2-1) provides The diagonal ladder must be removed from the truck
an easy and safe path for the operator to mount and if it becomes necessary to remove the radiator or the
dismount the truck. In addition, a vertical ladder (6) is complete power module for major repairs.
available if emergency exit from the cab is neces-
When removing the ladder(s), check to be certain all
sary. Anti-skid material is placed at various places on
wiring and hoses which may be attached to the struc-
the decks and ladder platform area. Be certain this
ture have been removed.
material is in good condition and replace when worn.
FIGURE 2-1. ACCESS LADDERS AND DECKS

1. Right Deck 4. Deck Handrail 7. Diagonal Ladder
2. Center Deck 5. Platform 8. Ladder Handrail
3. Left Deck Components 6. Vertical Ladder 9. Grille Structure

Removal
1. Shut down engine following all the procedures
listed on page B2-3 in this section of the man-
ual.
2. Open battery disconnect switch at the battery
Before performing deck removal or repairs,
box on the front bumper.
ensure the battery disconnect switch is open and
all hydraulic pressure has been released prior to 3. Remove clamps and electrical cables.
removing any hoses, electrical harness connec- a. Remove power cables routed to retarding
tors, etc. grids (3, Figure 2-2).
Removal b. Remove all 24 volt wiring (clearance lights,

ground straps, etc.) that will interfere with
1. Remove handrails (8, Figure 2-1) attached to deck and ladder removal.
diagonal ladder handrail and the platform.
c. Remove hoses or wiring routed to optional
2. Attach a lifting device to ladder structure (7).
equipment; fire suppression system etc.
3. Remove all attaching hardware and lift diagonal
ladder from mounts.
4. If vertical ladder removal is necessary, attach a
lifting device to ladder structure (6).
5. Disconnect ladder light wiring and any other
wiring harnesses, hoses, etc. that may be
attached.
6. Remove mounting hardware and lift ladder off
truck.
Installation
Repeat above steps in reverse order for installation
of components. Tighten all attaching hardware to
standard torque values listed in Section “A”.
Reinstall all wiring and hoses removed and be cer-
tain all clamps are installed and secure.
FIGURE 2-2. RH DECK MOUNTING

1. Right Deck Structure 4. Diagonal Ladder
RIGHT DECK
2. Mounting Hardware Structure
The procedure below describes the sequence to fol- 3. Retard Grid Package
low for complete removal of all the right hand deck
components. If complete disassembly is not required,
select the appropriate steps for removal of the
desired component. Additional removal of equip-
ment, wiring, hoses etc. may be required depending
on optional factory installed and field installed equip-
ment.
Refer to figure 2-1 for location and nomenclature of
parts described.

4. Attach overhead hoist to lifting eyes on grid LEFT DECK
package (3).
Removal
5. Remove hardware attaching grid package to
the deck, lift assembly off deck and move to NOTE: The left deck mounting arrangement is nearly
storage or work area. identical to the right deck. Refer to Section N, Truck
Cab, for cab removal and installation instructions.
NOTE: If grid assembly or cooling blower repairs are
Refer to Figure 2-1 for the location of individual
required refer to applicable G.E. publication for
sections.
service and maintenance procedures.
6. Install lifting device at eyes at each corner of 1. Shut down engine following all the procedures
the deck and take up slack. Do not attach lift- listed on page B2-3 of this Section of the man-
ing device to the hand rail structure. ual.
7. Remove plugs covering deck mounting hard- 2. Ensure the brake system accumulators have
ware (see Figure 2-2). been bled down to release pressure.
8. Verify all wiring harnesses, cables or hoses 3. Tag and disconnect all hydraulic lines and elec-
have been removed. Carefully raise deck and trical cables which will interfere with deck
remove from deck supports. removal. Cap all lines to prevent entrance of
foreign material.
Installation
Repeat above procedures in reverse order for instal-
lation of the deck and components. Tighten all
attaching hardware to standard torque specifications
as listed in Section A, Standard Torque Chart and If equipped with air conditioning and air condi-
Tables. tioning system components are to be removed,
• Clean all mount mating surfaces before refer to Section N, Operator Comfort, for special
installation. instructions on discharging the air conditioning
system prior to disconnecting any air condition-
• Clean mounting area before installing ground
ing lines.
cables.
• Be certain all electrical connections and harness 4. Install lifting device to lift eyes at each corner of
clamps are reinstalled and secure.
the deck and take up slack. Do not attach lift-
• Replace plugs covering deck mounting hardware ing device to the hand rail structure.
to prevent dirt accumulation. 5. Remove deck mounting hardware at frame sup-
port and front upright.
6. Verify all wiring harnesses, cables or hoses
have been removed. Carefully raise deck and
remove from deck supports.
All propulsion system power cables must be

properly secured in their wood or other non-fer-
rous cable cleats. If clamps are cracked and bro-
ken, oil soaked or otherwise damaged, replace
them with new parts. Inspect cable insulation and
replace cable if insulation is damaged.

Installation CENTER DECK
Repeat above procedures in reverse order for instal- Center deck removal only requires removal of any
lation of the deck and components. Tighten all attached hoses cables etc. before removing the
attaching hardware to standard torque specifications mounting hardware and lifting the deck structure off.
as listed in Section A, Standard Torque Chart and
Follow proper shutdown procedures as
Tables.
described on page B2-3.
• Clean all mount mating surfaces before
installation.
• Clean mounting area before installing ground
cables.
• Be certain all electrical connections and harness
clamps are reinstalled and secure.
• If the air conditioning system has been
discharged, refer to Section N, Operator Comfort,
for the correct procedure for system service.
1. Start engine and allow systems to charge.

Observe for any air or oil leaks. Make sure all
shields, covers and clamps are in place.
2. Service the hydraulic reservoir if required.
Check for proper operation of the steering and
brake systems, including dynamic retarding.

NOTES:

SECTION B3
DUMP BODY
INDEX
DUMP BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-4
BODY PADS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-6
BODY GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
BODY-UP RETENTION CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7
BODY POSITION INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
ROCK EJECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
BODY UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-9
B03025 Dump Body B3-1

NOTE:
B3-2 Dump Body B03025

DUMP BODY
Removal 1. Park truck on a hard, level surface and block all
the wheels. Connect cables and lifting device to
the dump body and take up the slack as shown
in Figure 3-1.
2. Remove mud flaps and rock ejectors from both
sides of the body. Remove electrical cables,
Inspect all lifting devices. Slings, chains, and/or lubrication hoses etc. attached to the body.
cables used for lifting components must be 3. Attach chains around upper end of hoist cylin-
inspected daily for serviceable condition. Refer ders to support them after the mounting pins
to the manufacturer's manual for correct capaci- are removed.
ties and safety procedures when lifting compo-
4. Remove pin retainer cap screw and locknut (4,
nents. Replace any questionable items.
Figure 3-2) from each of the upper hoist cylin-
Slings, chains, and/or cables used for lifting
der mounting eyes. With adequate means of
components must be rated to supply a safety fac-
supporting the hoist cylinders in place, remove
tor of approximately 2X the weight being lifted.
both pins (2).
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
a 45 ton capacity.
FIGURE 3-2. HOIST CYLINDER MOUNTING

(UPPER)
FIGURE 3-1. DUMP BODY REMOVAL 1. Dump Body 3. Hoist Cylinder

1. Lifting Cables 2. Guide Rope 2. Pin (Hoist Cylinder) 4. Cap Screw & Locknut

5. Remove cap screws (4, Figure 3-3) and lock- Installation
nuts (5) from each pivot pin.
6. Remove body pivot pins (6) far enough to allow
shims (9) to drop out. Complete removal is not
necessary unless a new pin is to be installed.
7. Lift dump body clear of the chassis and move to Inspect all lifting devices. Slings, chains, and/or
storage or work area. Block the body to prevent cables used for lifting components must be
damage to the body guide etc. inspected daily for serviceable condition. Refer
8. Inspect bushings (8, 11, and 12) for excessive to the manufacturer's manual for correct capaci-
wear or damage. Replace as required. ties and safety procedures when lifting compo-
nents. Replace any questionable items.
Slings, chains, and/or cables used for lifting
components must be rated to supply a safety fac-
tor of approximately 2X the weight being lifted.
When in doubt as to the weight of components or
any assembly procedure, contact the Komatsu
area representative for further information.
Lifting eyes and hooks should be fabricated from
the proper materials and rated to lift the load
being placed on them.
Never stand beneath a suspended load. Use of
guy ropes are recommended for guiding and
positioning a suspended load.
Before raising or lifting the body, be sure there is
adequate clearance between the body and over-
head structures or electric power lines.
Be sure that the lifting device is rated for at least
FIGURE 3-3. DUMP BODY PIVOT PIN a 45 ton capacity.
1. Retainer 7. Body Ear
2. Cap Screw - M10 8. Body Pivot Bushing
3. Lockwasher 9. Shim 1. Park truck on a hard, level surface and block all
4. Cap Screw - M36 10. Frame Pivot the wheels.
5. Locknut 11. Pivot Bushing 2. Attach cables and a lifting device to the dump
6. Body Pivot Pin 12. Body Pivot Bushing body and take up the slack as shown in Figure
3-1. Lower the body over the truck frame and
align the body pivots with the frame pivot holes.
3. Install shims (9, Figure 3-3) in both body pivots,
as required, to fill the outside gaps and center
the body on the frame pivot. Do not install
shims at the inside.
NOTE: A minimum of 1 shim is required at the
outside end of both frame pivots.

4. If not already installed, install retainer (1) and BODY PADS
cap screws (2) to hold bushing (12) in place.
It is not necessary to remove the dump body to
Tighten cap screws to 55 N·m (40 ft lbs)
replace body pads. Pads should be inspected during
torque.
scheduled maintenance inspections and replaced if
5. Align the hole in pivot pin (6) with cap screw worn excessively.
hole in pin retainer (part of body pivot ear, 7)
and push the pivot pin through the shims (9), 1. Raise the body to a height sufficient to allow
frame pivot (10), and into the pivot bushings (8, access to all pads.
12) in each side of the body pivot.
6. Install cap screw (4) through each pin and
tighten the locknuts (5) to 407 N·m (300 ft lbs)
torque. Ensure locknuts (5) are in good condi-
tion.
Place blocks between the body and frame.
7. Align hoist cylinder upper bushings with the Secure blocks in place. Never work under a
hole through the body. With pin retaining cap raised body unless safety device(s) are in posi-
screw hole and the retaining hole in dump body tion to prevent dump body from lowering.
aligned, install the pin (2, Figure 3-2).
8. Install the pin retaining cap screws (4) and lock-
nuts and tighten to 407 N·m (300 ft lbs) torque. 2. Remove hardware attaching pads to the dump
Ensure locknuts are in good condition. body. (Refer to Figure 3-4)
9. Install mud flaps, rock ejectors, electrical cables 3. Remove body pad and shims. Note number of
and lubrication hoses. shims installed at each pad location. (The rear
pad on each side should have one less shim
than the other pads)
4. Install new pads with the same number of shims
as removed in step 3.
5. Install the mounting hardware and tighten to 88
N·m (65 ft lbs) torque.
6. Remove blocks from frame and lower body onto
the frame.

Adjustment 4. If pad contact appears to be unequal, repeat the
above procedure.
1. Truck must be parked on a flat, level surface for
inspection.
2. All pads, except the rear pad on each side,
should contact the frame with approximately
equal compression of the rubber.
3. A gap of approximately 1.5 mm (0.06 in.) is Proper body pad to frame contact is required to
required at each rear pad. This can be accom- assure maximum pad life.
plished by using one less shim at each rear
pad.
FIGURE 3-4. BODY PAD INSTALLATION

1. Dump Body 3. Frame 5. Shim
2. Pad Mounting Hardware 4. Body Pad 6. Mounting Pad

BODY GUIDE BODY-UP RETENTION CABLE
1. Body guide wear points should be inspected
each time a body pad inspection is performed.
(Refer to Figure 3-5.) The body guide should be
centered between the wear plates (3), with a
maximum gap of 4.8 mm (0.19 in.) at each side
when new. To avoid serious personal injury or death, the
2. If gap becomes excessive, install new parts. body up retention cable must be installed any-
time personnel are required to perform mainte-
nance on the vehicle with the dump body in the
raised position.
1. To hold the dump body in the up position, raise
the body to its maximum height. (Refer to Fig-
ure 3-6.)
2. Remove the cable (3) from its stored position on
the body and install between the rear body ear
(1) and the axle housing ear (4).
FIGURE 3-5. BODY GUIDE
1. Dump Body 3. Body Guide Wear FIGURE 3-6. BODY-UP CABLE INSTALLATION
2. Body Guide Plates 1. Rear Body Ear 3. Cable
Structure 4. Axle Housing Ear
2. Cable Storage Structure
3. Secure the cable clevis pins with cotter pins.

4. After maintenance work is completed, reverse
the above procedure to remove cable assembly
and place it in the storage position.

BODY POSITION INDICATOR
The Body Position Indicator is a device mounted on
the canopy of the dump body. When the body is low-
ered, the indicator is visible to the operator. This
device should be inspected daily and repairs made if
required.
ROCK EJECTORS
Rock ejectors are placed between the rear dual
wheels to keep rocks or other material from lodging
between the tires. Failure to maintain the rock ejec-
tors could allow debris to build up between the dual
wheels and cause damage to the tires.
Inspection
1. The ejectors must be positioned on the center
line between the rear tires within 6.35 mm (0.25
in.).
2. With the truck parked on a level surface, the
arm structure (Refer to Figure 3-7) should be
approximately 88 mm (3.50 in.) from the wheel
spacer ring (3) when hanging vertical. FIGURE 3-7. ROCK EJECTOR
NOTE: With rock ejector arm (1, Figure 3-8) hanging 1. Rock Ejector Arm 3. Rear Wheel Spacer
vertical as shown, there must be NO GAP at stop 2. Wear Plate Ring
block (3). Adjust stop block as necessary to obtain
NO GAP.
3. If the arm (1) becomes bent, it must be

removed and straightened.
4. The wear plates (2) must be replaced if
severely worn.
5. Inspect the mounting brackets (4, Figure 3-8),
pins (2) and stops (3) for wear and/or damage
and repair as necessary.
FIGURE 3-8. ROCK EJECTOR MOUNTING

BRACKET (Detail View)
1. Rock Ejector Arm 3. Stop Block

2. Pin 4. Mounting Bracket

HOIST LIMIT SWITCH BODY UP SWITCH
Refer to Section D, Electrical System (24VDC) for Refer to Section D, Electrical System (24VDC) for
adjustment procedure of the hoist limit switch. adjustment procedure of the body up switch.

NOTES:

SECTION B4
FUEL TANK
INDEX
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL GAUGE SENDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-5
FUEL TANK BREATHER VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
FUEL RECEIVERS (WIGGINS QUICK FILL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
LOW FUEL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-6
B04026 Fuel Tank B4-1

NOTES
B4-2 Fuel Tank B04026

FUEL TANK
Removal Installation
1. Raise truck body and install body safety cables.
2. Drain sediment from tank and dispose of prop-
erly. Drain remainder of fuel into clean contain-
ers. The weight of the empty fuel tank is approxi-
3. Disconnect fuel tank wire harness (13, Figure 4- mately 1711 kg (3772 lbs). Be certain to use lifting
1) and remove harness clamps. devices with adequate capacity.
4. Remove ground wire (17). 1. Thoroughly clean the frame mounting brackets
5. Remove fuel supply hose (8) and return hose and the mounting hardware holes. Re-tap the
(6) and plug to prevent contamination. threads if damaged.
6. Remove hydraulic filter assembly (11) from fuel 2. Lower tank into position over upper mounting
tank. Support filters by placing a chain over the trunions.
frame rail. (It is not necessary to disconnect 3. Install mounting caps (3, Figure 4-1) and cap
hydraulic hoses.) screws (4) with lockwashers at upper mounting
trunnions. Do not tighten the hardware at this
time.
4. Install flatwashers (15) and cap screws (14)
with flat washer and lockwasher, and tighten to
420 N·m (310 ft lbs) torque.
The weight of the empty fuel tank is approxi- 5. Tighten mounting cap screws (4) to 711 N·m
mately 1711 kg (3772 lbs). Be certain to use lifting (525 ft lbs) torque.
devices with adequate capacity. 6. Attach ground wire (17), and connect wire har-
ness (13). Install wire harness clamps.
7. Attach fuel supply hose (8) and return hose (6).
7. Attach lifting device to tank lift eyes.
8. Attach hydraulic filter assembly (11) to fuel
8. Remove cap screws (14), and flat washers (15).
tank.
9. Remove cap screws (4), lockwashers, and
9. Refill tank with clean fuel.
mounting caps (3) from upper mounting trun-
ions.
10. Lift tank from brackets and move to work area.
11. Inspect rubber dampeners (16) and replace if
necessary.

FIGURE 4-1. FUEL TANK
1. Fuel Tank 8. Fuel Supply Hose 15. Flat Washer
2. Fuel Receiver Assembly 9. Fuel Gauge Sender 16. Rubber Dampener
3. Mounting Cap 10. Drain Cock 17. Ground Wire
4. Cap Screw 11. Hoist Circuit Filter Assemblies 18. Terminals
5. Filler Cap 12. Steering Circuit Filter Assembly 19. Sender Mounting Hardware
6. Fuel Return Hose 13. Wire Harness
7. Breather Valve 14. Cap Screw

Repair FUEL GAUGE SENDER
If a tank has been damaged and requires structural Fuel gauge sender (9, Figure 4-1) is mounted on the
repair, perform such repairs before final cleaning. side of the tank provides an electrical signal to oper-
ate the fuel gauge on the instrument panel.
Removal
1. Drain the fuel below the level of the fuel gauge
sender.
If a tank is to be weld repaired, special precau-
tions are necessary to prevent fire or explosion. 2. Disconnect the wires from terminals (18).
Consult local authorities for safety regulations 3. Remove sender mounting hardware (19). Care-
before proceeding. fully remove the sender and gasket.
Installation
1. Clean the mating surfaces. Install a new gasket.
Cleaning
2. Install the fuel gauge sender in the tank. Ensure
The fuel tank is provided with a drain and a cleaning the float is oriented properly and moves freely.
port in the side that allows steam or solvent to be uti- 3. Install sender mounting hardware (19) and
lized in cleaning tanks that have accumulated foreign tighten the cap screws to the standard torque.
material.
4. Connect the wires to terminals (18).
It is not necessary to remove the tank from the truck 5. Fill the fuel tank and check for leaks.
for cleaning of sediment, however rust and scale on
the walls and baffles may require complete tank
removal. This allows cleaning solutions to be in con-
tact with all interior surfaces by rotating the tank in
various positions, etc.
Prior to a cleaning procedure of this type, all vents,
fuel gauge, and hose connections should be
removed and temporarily sealed. After all scale, rust,
and foreign material has been removed, the tempo-
rary plugs can be removed.
A small amount of light oil should be sprayed into the
tank to prevent rust if the tank is to remain out of ser-
vice. All openings should be sealed for rust preven-
tion.

FUEL TANK BREATHER VALVE
NOTE: The relief pressure of the fuel tank breather
valve is 70 - 89 kPa (10 - 13 psi).
Disassembly
1. Remove clamp (3, Figure 4-2), cover (2) and
screen (1).
2. Remove ball cage (10), solid ball (11) and float
balls (12).
3. Unscrew end fitting (7) from body (4).
4. Remove stem (8) and valve spring (5).
Assembly
1. Clean and inspect all parts. If any parts are
damaged, replace the entire assembly.
2. Place valve spring (5) into position in body (4).
3. Insert stem (8) into end fitting (7).
4. Screw end fitting (7) into body (4). Ensure the
components are properly aligned and seated.
5. Place screen (1) and cover (2) into position on
the breather. Install clamp (3).
6. Insert the balls into ball cage (10) with solid ball
(11) on top.
7. Insert the ball cage onto the stem. A minimum
of two cage coils must be seated in the groove
on the stem. Ensure the solid ball is able to seat FIGURE 4-2. BREATHER VALVE
properly on the stem. If not, adjust the cage
accordingly. 1. Screen 7. End Fitting
2. Cover 8. Stem
3. Clamp 9. O-Ring
4. Body 10. Ball Cage
5. Valve Spring 11. Solid Ball
FUEL RECEIVERS (WIGGINS QUICK FILL) 6. O-Ring 12. Float Ball
Fuel receiver assembly (2, Figure 4-1) is mounted on
the side of the fuel tank.
Keep the cap on the fuel receiver to prevent dirt build
up in valve area and nozzle grooves. LOW FUEL SWITCH
If fuel spills from the fuel tank breather valve (7), or if Low fuel switch (13, Figure 4-1) controls the low fuel
the tank does not completely fill, check the breather level indicator on the overhead warning indicator light
valve to see whether the float balls are in place and panel in the operator cab. The switch is calibrated to
the outlet screen is clean. If the breather valve is turn on the low fuel indicator when the usable fuel
operating properly, the problem will most likely be in remaining in the tank is approximately 25 gallons (95
the fuel supply system. liters).

SECTION C
ENGINE
INDEX
POWER MODULE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-1
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-1
POWER TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-1
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-1
FAN CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-1
C01029 Index C1-1

NOTES
C1-2 Index C01029

SECTION C2
POWER MODULE
INDEX
POWER MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-8
C02027 Power Module C2-1

NOTES:
C2-2 Power Module C02027

POWER MODULE
The radiator, engine and alternator/blower assem- 4. It is not necessary to remove the grille or radia-
blies are mounted on a roller equipped subframe tor prior to the removal of the power module. If
which is contained within the truck's main frame and radiator removal is desired or if only radiator
is referred to as a “Power Module”. This arrangement repair is necessary, refer to Cooling System in
permits removal and installation of these compo- this section.
nents with a minimum amount of disconnect being
made and by utilizing the unique “Roll In/Roll Out”
feature. Removal
Although the instructions in this section are primarily 1. Disconnect batteries using the following proce-
based upon the “Rollout” method for major compo- dure in this order:
nent removal, the radiator and fan may be removed
as separate items. Instructions for radiator and fan a. Open battery disconnect switch located on
removal are contained later in this section. battery switch box on top of front bumper.
b. Inside the battery box, identify the battery
ground cables that connect the negative ter-
minals of two batteries to the ground bus bar
PREPARATION
in the bottom of the battery box. Disconnect
these ground cables from the negative termi-
nal of each battery.
c. Disconnect the ground cables from below
the battery box.
The complete power module weighs approxi-
mately 16 760 kg (36,950 lbs.). Make sure lifting d. Disconnect the three positive battery cables
device to be used is of an adequate capacity. from the bus bar outside the battery box.
Also disconnect three wiring harness from
1. Position the truck in a work area with a flat, level
the battery box.
surface and adequate overhead clearance to
permit raising the dump body. e. Remove mounting cap screws and remove
2. Apply parking brake and block wheels to pre- battery box from front bumper.
vent truck movement. Raise body and install 2. Follow the steps below to remove main alterna-
safety lock pin and body cable. tor inlet duct (2, Figure 2-1):
a. Remove cover and disconnect cables
(routed to main alternator) from front side of
transition structure (4). Disconnect air sensor
from left side of inlet duct.
Do not work under raised body without first mak- b. Remove clamps and disconnect air hose (6)
ing sure the body lock pin and body cable is at electrical cabinet and transition structure
installed. (3).
3. Tag or mark all oil lines, fuel lines and electrical c. Remove mounting hardware and remove
connections to ensure correct hookup at time of transition structure (3).
power module installation. Plug all ports and
cover all hose fittings or connections when dis-
connected to prevent dirt or foreign material
from entering.

d. Attach hoist to lifting eyes on blower inlet
4. Disconnect all (already marked) electric, oil and
duct assembly. Remove hardware attaching
fuel lines that would interfere with power mod-
duct to main alternator inlet. Remove hard-
ule removal. Cover or plug all lines and their
ware attaching upper duct mounts to electri-
connections to prevent entrance of dirt or for-
cal cabinet. Remove hardware attaching
eign material. To simplify this procedure, most
duct to deck at right and left sides.
connections utilize quick disconnects.
e. Recheck for any other cables or hoses and 5. Disconnect the air cleaner restriction gauge
lift duct assembly from the truck. Cover all hoses. Disconnect electrical wiring and hoses
openings to prevent entrance of foreign etc. that would interfere with front center deck
material. removal.
f. Remove mounting hardware and remove 6. Remove air inlet duct support rods on under-
transition structure (4) from alternator. side of center deck.
3. Remove clamp and remove the outlet hose to 7. Attach hoist to the front center deck. Remove all
rear axle on the blower assembly. cap screws, flat washers, lockwashers and nuts
securing the deck. Check for any remaining wir-
ing, hoses or other items on underside of deck.
Lift deck and remove from truck.
8. Close both cab heater shutoff water valves dis-
connect water lines and drain water from the
heater core. Secure water lines away from
engine compartment so as not to interfere with
power module removal.
10. Remove cap screws (2, Figure 2-2) and nuts
securing left (1) and right (3) exhaust ducts to
turbocharger outlets. Remove “V” band clamps
(5) and support clamps (4). Remove exhaust
ducts and move clear of engine. Cover turbo-
charger exhaust openings to prevent entrance
of foreign material.
FIGURE 2-1. MAIN ALTERNATOR BLOWER DUCT
1. Electrical Cabinet 4. Transition Structure

2. Inlet Duct 5. Air Hose
3. Transition Structure

14. Remove cap screws and washers securing
cover (10, Figure 2-4) to grille at center of front
bumper and remove. Remove cap screws and
lockwashers (9) securing front subframe sup-
port to main frame.
Install safety chain around the front engine sub-

frame cross member and main frame to prevent
the power module from rolling forward when the
subframe rollers are installed.
15. Remove cap screws (4, Figure 2-4) and caps

(3) securing subframe mounting bushings to the
subframe support bracket (6) at rear of sub-
frame.
16. Check engine and alternator to make sure all
FIGURE 2-2. EXHAUST DUCTS cables, wires, hoses, tubing and linkages have
(Heated Body Exhaust Shown) been disconnected.
17. Remove the mounting hardware at the diagonal
1. LH Exhaust Duct 4. Support Clamp ladder mounting pads. Lift the diagonal ladder
2. Cap Screws 5. “V” Band Clamp from the truck and move it to a storage area.
3. RH Exhaust Duct 6. Frame Rails
11. Remove clamps (6, Figure 2-3) securing the air

intake ducts (3) to turbochargers (4). Remove Federal regulations prohibit venting air
clamps at hump hoses (1). and remove air conditioning system refrigerants into the
intake ducts. Cover inlets on turbochargers and atmosphere. An approved recovery/recycle
ducts to air cleaners to prevent contamination. station must be used to remove the refrigerant
12. Remove upper radiator support struts (12, Fig- from the air conditioning system.
ure 2-4). 18. Refer to Section N, Operator Comfort, for the
13. Disconnect grounding strap located near the procedures required to properly remove the
front subframe mount. refrigerant from the air conditioning system.
After the system has been discharged,
disconnect the refrigerant hoses to the cab at
the compressor and receiver/drier.
NOTE: System contains HFC-134A refrigerant.

19. Disconnect hydraulic pump drive shaft (1, Fig- 20. Attach hoist to lift points (2, Figure 2-4) at
ure 2-4) at the drive shaft U-joint companion engine/alternator cradle structure. Raise the
flange. rear portion of engine subframe and install sub-
frame rollers (Refer to Figure 2-5). Lower the
rear portion of the subframe carefully until the
rollers rest on the main frame guide rail.
NOTE: Subframe rollers are supplied in the truck tool
group and can be installed in the storage position
Only lift power module at the lifting points on after use, as shown in Figure 2-5.
subframe and engine/alternator cradle structure.
(Refer to Figure 2-6.)
Note: Illustration shows engine

equipped with two-stage turbo-
chargers. Single stage turbo-
charger equipped engine ducts
and supports are similar.
FIGURE 2-3. AIR INTAKE DUCTS

1. Hump Hose 4. Turbocharger 7. T-Bolt Clamp
2. Support Rods 5. Center Deck Structure 8. Air Cleaner Assembly
3. Air Intake Ducts 6. Clamp

21. Reposition hoist to front subframe lifting points 22. Roll the power module forward sufficiently so
(8, Figure 2-4). Raise the engine subframe until that adequate clearance is provided for the lift-
the engine is on a level plane. Remove the ing device to be attached to the engine/alterna-
safety chain. tor cradle structure and front subframe lifting
points. Place stands or block under front of sub-
frame and lower hoist until front of subframe is
supported. Install safety chain to prevent sub-
frame from rolling.
The engine, alternator, radiator and subframe
weigh approximately 16 760 kg (36,950 lbs.).
Make sure the lifting device used is of an ade-
quate capacity.
FIGURE 2-4. ENGINE MODULE INSTALLATION

1. Pump Driveshaft 6. Rear Subframe Mount Bracket 11. Grille Structure
2. Rear Module Lift Eye 7. Module Subframe 12. Upper Radiator Support Rod
3. Cap 8. Front Module Lift Eye 13. Engine
4. cap screws 9. Front Mount cap screws
5. Bushing 10. Cover

24. Raise the power module slightly to determine if
module is on an even plane. Move the power
module straight out of truck to a clean work area
for disassembly.
For further disassembly of the engine, alternator, and
radiator, refer to the appropriate section of this man-
ual.
Installation
1. Inspect the main frame guide rails. Remove any
debris which would interfere with power module
installation.
2. Clean the main frame rear support brackets.
FIGURE 2-5. SUBFRAME ROLLERS Apply a light film of soap solution to each rubber
bushing (5, Figure 2-4) located at the rear of the
1. Roller Assembly 3. cap screws subframe.
2. Subframe
3. Check the subframe rollers making sure they
roll freely and are in the “roll-out” position. (Fig-
ure 2-5).
23. Attach lifting device to hoist and attach to 4. Attach a lifting device to engine/alternator cra-
engine/alternator cradle structure and front sub- dle structure and front subframe lifting points.
frame lifting points as shown in Figure 2-6. (Figure 2-6)
Remove safety chain.
The complete power module weighs approxi-

mately 16 760 kg (36,950 lbs.). Make sure lifting
device to be used is of an adequate capacity.
5. Raise the power module and align the subframe
rollers within the main frame guide rails.
6. Lower the power module to the subframe guide
rails, relax the hoist slightly and roll the power
module into truck frame until lifting chains con-
tact frame cross member.
FIGURE 2-6. POWER MODULE LIFT POINTS

1. Module Lifting Tool 4. Engine
2. Main Alternator 5. Power Module Sub-
3. Module Lift Points frame

7. Place stands or blocking under front of sub- 17. Install the rear subframe mounting caps (3) and
frame to support assembly while repositioning secure caps in place with lubricated cap screws
hoist. (4). Tighten cap screws to 551 ±21 N·m (407
8. Install a safety chain around the truck frame ±15 ft lbs) torque.
and the front subframe cross member. The 18. Install radiator support struts (12).
safety chain will prevent the power unit from
19. Install exhaust ducts (1 & 3, Figure 2-2) Install
rolling forward.
cap screws (2) washers and nuts to secure
9. Place a small block behind each rear subframe ducts to turbochargers. Install “V” band clamps
roller to prevent rolling. (5) and support clamps (4).
10. Lower hoist to allow subframe to rest on stands 20. Connect the cab heater inlet and outlet hoses
and rollers. Remove lifting device. and open both valves.
11. Attach hoist to front lifting eyes on subframe. 21. Connect the hydraulic pump drive shaft (1, Fig-
12. Remove the small blocks behind the subframe ure 2-4) to the companion flange on the alterna-
rollers, remove safety chain, and slowly roll the tor. Tighten cap screws to standard torque.
power module into position over the main frame 22. Connect wheel motor cooling blower air outlet
mounts. Lower hoist until front subframe mount hose. Tighten all clamps securely to insure a
is aligned and seated on the front, main frame positive air seal.
mount. Reinstall safety chain.
23. Install diagonal ladder on front of truck.
13. Relocate hoist to the rear portion of the engine/
alternator cradle structure and raise just enough 24. Install transition structure (4, Figure 2-1) to
to permit removing the subframe rollers. alternator.
14. Lower the rear portion of the subframe until the 25. Install transition structure (3) to alternator.
subframe rubber bushings are seated in the 26. Lift main alternator blower intake duct (2) into
rear mounting brackets located on the main position and install all mounting hardware at
frame of the truck. mounts.
15. After subframe is seated in frame mounts, the 27. Install control cabinet air hose (5), electrical
safety chain may be removed from the front cables and any other hoses and wiring removed
subframe member. during power module removal.
16. Install cap screws (9, Figure 2-4) and lockwash- 28. Connect all remaining electric, oil, and fuel
ers in the front mount and tighten cap screws to lines.
298 ±30 N·m (220 ±22 ft lbs) torque. Install
29. Attach hoist to the front center deck and lift into
ground strap between frame and subframe.
position. Align the rear center deck mounting
Reinstall air dam. Install cover (10) if grille is
holes with the support structure in front of the
installed.
electrical cabinet. Install cap screws and flat
washers. Do not tighten at this time.
30. Align the front center deck, front mounting holes
with both left and right fender supports. Install
cap screws and flat washers. Tighten all deck
mounting cap screws to standard torque values.

31. Install air intake duct supports (2, Figure 2-3). c. Ensure the battery disconnect switches are
Install engine air intake ducts (3). Position in the OFF position. Inside the battery box,
adjusters of adjacent T-bolt clamps 180° apart. connect both battery negative ground cables
Clamp the ducts securely to ensure a positive to the battery posts.
seal is made. Refer to Figure 2-7 for an exam- d. Close battery disconnect switch.
ple of correct installation and alignment.
34. Refill the radiator with coolant and service the
32. Connect the air filter restriction gauge hoses.
engine with the appropriate fluids. Refer to Sec-
33. Install battery box on front bumper with mount- tion P, Lubrication and Service, for capacity and
ing hardware. Connect the batteries as follows: fluid specifications.
a. Connect the three positive battery cables to 35. Refer to Section N, Operator Comfort, for the
the bus bar outside the battery box. Also procedures to properly recharge the air
connect the three wiring harness to the bat- conditioning system.
tery box. 36. NOTE: System contains HFC-134A refrigerant.
b. Connect the ground cables below the battery
box.
FIGURE 2-7. AIR INLET PIPING CONNECTIONS

SECTION C3
COOLING SYSTEM
INDEX
COOLING SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-7
Radiator Filling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-8
REPAIRING THE RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Internal Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
External Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-9
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-10
Pressure Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
COOLANT SYSTEM TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-12
C03035 Cooling System C3-1

NOTES:
C3-2 Cooling System C03035

COOLING SYSTEM DESCRIPTION A second, “high temperature” core (3), located at the
rear of the radiator assembly is used for the engine
The standard 830E engine is a Komatsu model coolant circuit. In this circuit, the engine water pump
SDA16V160 single stage turbocharged engine (10) circulates coolant through the engine block (9)
equipped with aftercoolers. (heads, liners, internal oil coolers etc.). The engine
The engine cooling radiator assembly contains two coolant thermostats (5) begin to open at 82° C (180°
cores; A “low temperature” core (2, Figure 3-1) is F) and are fully open at 94° C (202° F).
connected to the four aftercoolers (7). There are two In addition, a fuel cooler, located on the lower right
aftercoolers located on each cylinder bank. This corner of the radiator assembly reduces fuel temper-
coolant is circulated by the engine’s LTA (Low Tem- ature after fuel leaves the engine, before it is
perature Aftercooler) water pump (6). The LTA ther- returned to the tank. The air conditioning system
mostats (4) begin to open at 46° C (115° F) and are refrigerant condenser is mounted on the lower left
fully open at 57° C (135° F). corner of the radiator assembly.
FIGURE 3-1. COOLING SYSTEM DIAGRAM

1. Surge/Fill Tank 5. Engine (Hi Temp) Thermostats 9. Engine Block (Heads, Liners)
2. Low Temperature Core (LTA) 6. LTA Circuit Water Pump 10. Engine Circuit Water Pump
3. High Temperature Core 7. Aftercooler
4. Low Temperature Thermostats 8. Engine Oil Coolers

RADIATOR 4. Disconnect surge tank vent hoses and electrical
cable attached to coolant level probe (6).
Removal Remove clamps (5) securing hoses and electri-
1. Place battery disconnect switch in the OFF cal cables to fan shroud, tubes and support
position. rods.
2. Release pressure from cooling system. Drain
the coolant into clean containers for possible
reuse after engine installation. Refer to Section
P, Lubrication and Service, for the cooling sys-
tem capacity.
3. Remove cover (7, Figure 3-2) protecting surge
tank (1).
FIGURE 3-3. RADIATOR PIPING AND MOUNTS

(Viewed from Below)
1. Radiator Assembly 4. High Temp Core T
2. Mount Hardware
3. Low Temp Core Tubes
5. Loosen clamps and remove coolant piping at

upper and lower radiator tanks. Refer to Figure
3-2 and 3-4).
6. Grille structure (2, Figure 3-2) removal:
a. Remove lower left grille section for access to
air conditioning condenser hoses.
FIGURE 3-2. GRILLE INSTALLATION

1. Surge Tank 5. Clamp
2. Grille Structure 6. Coolant Level Probe
3. Coolant Drain Cock 7. Surge Tank Cover
4. Water Pump Inlet

NOTE: The system is charged with HFC-134A
refrigerant.
8. After system is evacuated, remove hoses from

Federal regulations prohibit venting air condi- condenser and cap all openings to prevent con-
tioning system refrigerants into the atmosphere. tamination. Unclamp hoses and remove from
An approved recovery/recycle station must be radiator area to prevent interference when radi-
used to remove the refrigerant from the air condi- ator is removed.
tioning system.
7. Refer to Section N, Operator Comfort, for the
procedures required to properly remove the
refrigerant from the air conditioning system.
FIGURE 3-4. RADIATOR AND SHROUD (Rear View)

1. Shroud 5. Hose 9. Level Sensor
2. Fan Guard Str. 6. Lift Points 10. Receiver/Drier
3. Support Rod 7. Upper Tubes 11. Pressure Switch
4. Clamp 8. Vent Hoses

9. Remove fan guard (2, Figure 3-4) from shroud: 14. Remove hardware attaching grille structure to
radiator assembly, attach overhead crane, and
a. Guard can be completely removed from the
lift slightly. Move grille structure forward to clear
truck by separating the halves and removing.
radiator assembly. Lift grille structure off truck
b. If complete removal is not necessary, and set aside.
remove hardware attaching guard to shroud
15. Install lift eyes (included in truck tool group) in
and slide assembly toward the engine and
tapped blocks (6, Figure 3-4) at upper corners
allow it to hang on the fan clutch.
of radiator assembly and attach overhead
10. Disconnect batteries using the following proce- crane.
dure in this order:
a. Open battery disconnect switch located on
battery switch box on top of front bumper.
b. Inside the battery box, identify the battery
ground cables that connect the negative ter- The radiator assembly weighs approximately
minals of two batteries to the ground bus bar 1907 kg (4,200 lbs) Ensure lifting device is capa-
in the bottom of the battery box. Disconnect ble of lifting the load.
these ground cables from the negative termi- 16. Remove radiator support struts (3), upper sup-
nal of each battery. port rods, and hardware (2, Figure 3-3) attach-
c. Disconnect the ground cables from below ing radiator assembly to power module
the battery box. subframe.
d. Disconnect the three positive battery cables 17. Lift radiator enough to separate from mounts on
from the bus bar outside the battery box. subframe and move forward until shroud clears
Also disconnect three wiring harness from the engine fan.
the battery box.
Do not allow shroud to contact fan blades.
e. Remove mounting cap screws and remove
battery box from front bumper. 18. Move assembly to a work area. Remove air
conditioner condenser and fuel cooler.
11. Disconnect hoses and pressure switch at
receiver/drier located on fan shroud.
12. Remove lower right grille section and discon-
nect hoses from fuel cooler. Cap openings to
prevent contamination.
13. Disconnect headlight wire harness at each light.
Remove cable clamps and remove harness to
allow radiator removal.

Installation 9. Position fan guard against shroud and tighten
mounting hardware to 55 N·m (40 ft lbs)
1. Reinstall shroud (1, Figure 3-4), air conditioner
torque. (If halves of guard were disassembled,
condenser, and fuel cooler. Install air condi-
tighten cap screws clamping halves together to
tioner receiver/drier (10) if removed.
10. Attach hoses to fuel cooler.
11. Route A/C condenser hoses to condenser and
attach. Install lower grille sections. Install
The radiator assembly weighs approximately receiver/drier (10) hoses. Connect pressure
1907 kg (4,200 lbs) Ensure lifting device is capa- switch (11).
ble of lifting the load. 12. Install surge tank hoses and electrical wiring to
2. Attach lifting eyes in tapped blocks at upper cor- the coolant level probe (9, Figure 3-4). Clamp
ners of radiator assembly (6, Figure 3-4). Attach hoses and electrical cables to the shroud. Install
hoist and lift into place on power module sub- surge tank cover.
frame. 13. Make sure all coolant drains are closed, hoses
3. Position radiator assembly to equalize gap are installed, and all wiring reconnected. Close
between tip of fan blades and shroud at right drain valve on main air tank.
and left sides. Install mounting hardware (2,
14. If the truck is equipped with air conditioning, the
Figure 3-3) through lower mounts and tighten to
system must be evacuated and recharged.
Refer to “Heater/Air Conditioning System” in
4. Install radiator support rods (3, Figure 3-4). If Section M for detailed instructions for recharg-
necessary, adjust to position radiator perpen- ing with refrigerant.
dicular to the subframe. Tighten the support
strut locknuts. Install upper support rods to 15. Service the cooling system per the instructions
brackets on front upright supports. below.
5. Adjust fan shroud ring vertically to equalize gap 16. Check for static leakage and correct any leaks.
between tip of fan blades and ring. After servicing is complete, start the engine and
run until normal operating temperature is
6. Lift grille structure (2, Figure 3-2) into position
reached. Repeat check for leaks and correct as
and install mounting hardware.
required.
7. Route headlight wire harness to lights. Attach
connectors to lights and clamp harness at weld
studs.
8. Install upper and lower radiator piping. Seat
hoses and clamps securely.

Radiator Filling Procedure
Cooling System is pressurized due to thermal

expansion of coolant. DO NOT remove radiator
cap while engine and coolant are hot. Severe
burns may result.
1. With engine and coolant at ambient tempera-
ture, remove radiator cap.
Note: If coolant is added using the Wiggins quick fill
system, the radiator cap MUST be removed prior to
adding coolant.
2. Fill radiator with proper coolant mixture (as
specified by the engine manufacturer) until
coolant is visible in the sight gauge.
3. Install radiator cap.
4. Run engine for 5 minutes, check coolant level.
5. If coolant is not visible in the sight gauge,
repeat steps 1 through 4. Any excess coolant
will be discharged through the vent hose after
the engine reaches normal operating tempera-
ture.
Engine coolant must always be visible in the

sight gauge before truck operation.

REPAIRING THE RADIATOR Pressure washers should not exceed 8275 kPa
(1200 psi). Unlike conventional cores, the spray
Radiator service is a specialized function usually not nozzle can be used right up next to the core. Starting
accomplished by most maintenance shops. The from the air exit side, place the high pressure washer
large size and weight of the off-road truck radiators nozzle next to the fins. Concentrate on a small area,
requires that a radiator repair shop equipped with slowly working from the top down. Spray straight into
special tools and handling equipment be used for the core, not at an angle. Continue washing until the
service and repair. exit water is free of dirt. Repeat from the opposite
side.
Internal Inspection
If desired, an internal inspection can be performed on Disassembly
the radiator before complete disassembly. The
inspection involves removing tubes from the radiator
core and cutting them open. This type of inspection
can indicate overall radiator condition, as well as
coolant and additive breakdown.
To aid in removal of the tubes, clean the radiator
To perform this inspection, remove four random
prior to disassembly. Heating the seals with hot
tubes from the air inlet side of the radiator. Remove
water helps to loosen the grip on the tubes.
tubes from both the top and bottom cores, and near
Cleaning the radiator prior to disassembly also
each end of the radiator. Refer to Disassembly and
reduces the risk of internal contamination. After
Assembly in this section for the proper instructions
cleaning, spray lubricating oil at the top end of
for removing and installing tubes. Analyze any
the tubes.
contaminant residue inside the tube to determine the
cause of contamination. Flush the system before
returning the truck to service. Contact your nearest
L&M Radiator facility for further instructions or visit
the L&M website at www.mesabi.com.
External Cleaning
Many radiator shops use a hot alkaline soap, caustic
soda or chemical additives in their boil-out tanks,
which can attack solders. These tanks are generally
not recommended. Before such tanks are used for
cleaning, ensure that the cleaning solutions are
not harmful to solder. Otherwise, damage to the FIGURE 3-5. BREAKER TOOL (XA2307)
radiator will result. Completely rinse the cleaned
tube or core in clean water after removing it from the
boil-out tank. 1. Start at the top row of tubes. Use the breaker
As an alternative to boil-out tanks, radiators can be tool (XA2307) to loosen the tube to be removed.
cleaned externally with a high pressure washer and When using the breaker tool, position it at the
soap. In most cases, it may be best to blow out any top or bottom of the tube. Never position it in the
dry dirt with a high pressure air gun prior to washing middle of the tube or damage may result. Use
the core with the high pressure washer. the breaker tool to lightly twist the tube back
and forth within the seals to loosen the grip.
Refer to Figure 3-5.

Cleaning and Inspection
1. Use a drill with a 19 mm (3/4 in.) wire brush to
remove any foreign material from the tube
holes, then wipe the holes clean.
2. Clean the inside of the tanks and tubes. In most
cases, just flushing the inside with soap and a
high pressure hot water washer will be
sufficient. If not, contact an L&M manufacturing
facility for further instructions or visit the L&M
website at www.mesabi.com.
3. Check for signs of internal blockage in the tubes
and tanks. If desired, you may cut open tubes
FIGURE 3-6. INSTALLATION TOOL (VJ6567) for inspection. If contamination is present, the
tube should be analyzed. The radiator must be
2. After the tube is loose, position the installation properly flushed of all contaminants and
tool (VJ6567) at the bottom of the tube to be corrective action must be taken to prevent such
removed. Refer to Figure 3-6. The upper jaw of contamination from occurring in the future.
the installation tool should be positioned just Refer to Internal Inspection in this section.
below the rectangular section of the tube. The 4. Buff the tube ends with a polishing wheel and a
bottom jaw should rest on the seal. Squeeze copper polishing compound. If any debris can
the installation tool just enough to allow the not be removed by buffing, using an emery
bottom of the tube to be removed from the cloth, steel wool or a wire wheel with a wire size
bottom seal. of 0.15 - 0.20 mm (0.006 - 0.008 in.) is
acceptable. Be careful not to mar the tube ends.
NOTE: To ease in the removal of tubes, use the
breaker tool and installation tool simultaneously. Assembly
NOTE: For easier installation, soak the seals in hot
water before installing.
1. Install new tube seals onto the bottom tank and
the bottom side of the center tank. Do not install
seals in the top core at this time. Seals for the
top of the tubes do not have locking grooves;
bottom tube seals do. Ensure the correct seals
are installed in the proper position.
The seal holes must be dry during installation.
Use a rubber mallet and a flat metal plate to
lightly tap the seals into place. Using excessive
force will drive the seals in too far. When
installed properly, the seals should be slightly
FIGURE 3-7. ANGLING TUBE DURING REMOVAL convex. Improperly installed seals are concave
with a smaller diameter hole. Refer to Figure 3-
3. Pull the tube from the top seal while 8.
simultaneously twisting the tube. Angle the tube
only far enough to clear the radiator. Refer to
Figure 3-7. Removing the tube at an excessive
angle may cause damage to the tube.
4. Remove all the top tubes before removing the
bottom tubes. After all of the tubes are
removed, use pliers to remove the seals from
the tanks. Discard all seals. New seals must be
used for assembly.

5. Working from the front of the radiator (opposite
of fan side), install the bottom row of tubes
starting with the fan side row.
When installing the tubes, center the top of the
tube in the top seal while angling the tube only
as much as necessary. Twist the tube while
applying upward force. Push the tube into the
seal until enough clearance is available to
install the bottom end of the tube into the
bottom seal.
6. Center the bottom end of the tube in the bottom
seal. Push the tube downward until the formed
bead on the tube is seated inside the lock ring
groove in the seal. If necessary, use the
FIGURE 3-8. PROPER SEAL INSTALLATION
installation tool (VJ6567) to pull the tube
downward into the seal. The tool has a hooking
device on the end of one of the handles for
2. Use a 13 mm (1/2 in.) diameter brush to aiding in installation. Refer to Figure 3-9.
lubricate the seals with lube/release agent
(XA2308).
3. Use a spray bottle to lubricate the tube ends
with the lube/release agent.
4. When installing tubes, start at one end and
work toward the center. After you reach the
center, move to the opposite end, and again
work toward the center. If any of the tubes are
difficult to install, do not force the tube. Remove
the tube and determine the problem. Possible
causes may be:
•adequate seal/tube lubrication
•improperly installed seal
•damaged seal or tube end FIGURE 3-9. USING INSTALLATION TOOL TO
INSTALL TUBE
•tube angle excessive during installation and/or
tube not centered in seal.
7. Ensure that all tube beads are seated in their
respective bottom seals. Align and straighten all
Inspect the seals and tube ends for damage tubes during the installation of each row to allow
before trying to reinstall a tube. Replace as maximum air flow through the radiator.
necessary.
8. Install tube stay ends. Install the felt air baffles
behind the front and back rows while
completing tube installation.

Pressure Testing COOLANT SYSTEM
The radiator should be pressure tested at 103 kPa TROUBLESHOOTING
(15 psi) for 30 minutes. Various methods of pressure If abnormal coolant temperatures are experienced,
testing include the following: perform the following visual inspections and tests:
• Pressurize the radiator and submerge into a test 1. Check the coolant level and thoroughly inspect
tank. Watch for leaks. the system for leaks.
• Lay the front side of the radiator on the floor. Cap a. Check for proper coolant/antifreeze mixture.
off ports, and fill the radiator with hot water.
Pressurize the radiator and check for leaks. b. Follow the recommendations of the engine
manufacturer regarding use of cooling
• Cap off radiator ports. Install an air pressure
gauge and pressurize to 103 kPa (15 psi). system additives.
Remove the air source and monitor the pressure 2. Inspect the radiator fins for restrictions. Ensure
gauge. the air flow through the radiator is not restricted
• Pressurize the radiator with air, and spray sealed by debris or bent radiator fins.
joints with soapy water. 3. Inspect the fan blades for damage.
4. Check the radiator cap sealing surfaces.
5. If equipped with a fan clutch, refer to Section N,
Additional service information can be found on
Operator Comfort, for complete instructions for
the L&M Radiator website at www.mesabi.com.
testing and repairs, if required.
6. Refer to the engine manufacturer's Service
Manual for information about testing and
replacing the cooling system thermostats.

SECTION C4
POWER TRAIN
INDEX
ALTERNATOR REMOVAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3

Removal (Komatsu SSDA16V160 or SDA16V160 Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3
ENGINE/ALTERNATOR MATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5

General Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Measuring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-5
Joining Alternator and Komatsu SSDA16V160 or SDA16V160 Engine . . . . . . . . . . . . . . . . . C4-7
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-8
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-9
C04034 Power Train C4-1

NOTES:
C4-2 Power Train C04034

ALTERNATOR REMOVAL PROCEDURE
Removal (Komatsu SSDA16V160 or SDA16V160
Engine)
The following instructions cover the removal of the

main alternator from the engine after the power mod-
ule has been removed from the truck. (Refer to Fig-
ure 4-2.)
When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 4037
kg (8,900 lbs). Use a lifting device that can handle
the load safely.
1. Attach hoist with two lifting chains to the alter-
nator lifting eyes (7, Figure 4-2).
FIGURE 4-1. CRADLE STRUCTURE
2. Block under rear of engine
1. Cradle Structure 4. Subframe
a. Loosen cradle adjustments setscrews (3,
2. Jam Nut 5. Gap
Figure 4-1).
3. Adjustment Setscrew
b. Loosen engine/cradle cap screws (3, Figure
4-2).
FIGURE 4-2. ENGINE AND ALTERNATOR

1. Cap Screws and Lockwashers 4. Flywheel Housing 7. Alternator Lift Eyes
2. Cradle Structure 5. Subframe 8. Alternator/Blower
3. Cap Screws 6. Engine

3. Remove access covers at front, right side of the
engine flywheel housing. Install engine barring
tool as shown in Figure 4-3.
FIGURE 4-3. ACCESS TO ALTERNATOR/

ENGINE DRIVE RING CAP SCREWS
1. Engine Barring Tool 3. Flywheel Housing
2. Access Hole
4. Reach through the access opening and remove FIGURE 4-4. ALTERNATOR TO ENGINE
12 cap screws (6, Figure 4-4) joining the engine MOUNTING
drive ring (7) to the alternator rotor (8). (Rotate
crankshaft with barring tool to align each cap 1. Alternator 5. Cap Screw
screw with access hole.) 2. Flywheel Housing 6. Cap Screw (12 each)
Adapter 7. Engine Drive Ring
3. Cap Screw (16 each) 8. Alternator Rotor
4. Flywheel Housing
6. Take up slack in hoist and remove cap screws

Ensure all cap screws have been removed!
and lockwashers (1, Figure 4-2) securing the
5. Remove 16 cap screws (3) securing flywheel alternator to the cradle structures.
housing adapter (2) to the alternator housing
7. Keep alternator as level as possible and move
(1).
away from engine.
NOTE: The clearance between the head of the cap 8. Note shim location and quantity. Retain shims
screw (3) and the flywheel housing (4) will not permit for possible use during reinstallation.
complete removal of the cap screws at all locations. 9. For further disassembly instructions for the
Be sure all the cap screw threads are completely alternator refer to the General Electric Service
disengaged from the alternator housing (1). Manual.

ENGINE/ALTERNATOR MATING
Measuring Procedure
Komatsu SSDA16V160 or SDA16V160 Engine
1. Thoroughly clean the alternator housing mount-
ing surface, rotor drive adapter mounting sur-
face and flywheel housing adapter mounting
surfaces.
2. With magnetic base mounted on the front of the
engine and the dial indicator on the front of the
The following instructions must be followed to crankshaft, measure total crankshaft end-play:
ensure proper alignment and engine crankshaft • Verify end play is within 0.13 - 0.38 mm (0.005 -
endplay. Failure to follow these instructions can 0.015 in.).
result in serious damage to the engine and/or Record Total Crankshaft End-play:____________
alternator.
3. Refer to Figure 4-5. Move the engine crank-
General Instructions shaft to the rear of its end travel.
• Never pry on the engine crankshaft damper! a. Carefully measure Dimension “C” at four
locations, 90° apart:
• Loosen or remove fan belt prior to measuring
crankshaft end-play to insure that the crank- 1st measurement:_________________________
shaft moves easily and completely. 2nd measurement: ________________________
• When taking measurements, always take four 3rd measurement: ________________________
equally spaced readings and average them. 4th measurement:_________________________
• Always measure from mating surface to mating Dimension “C”: ____________________ Average
surface.
b. Add 1/2 (one-half) of Total End-play (Step 2).
• References to crankshaft rotation; clockwise
(CW), or counterclockwise (CCW), is the direc- c. Record (a + b) as;
tion of rotation when looking at the front “Measurement C”:_________________________
(damper end) of engine.
• Crankshaft end-play for Komatsu SSDA16V160
or SDA16V160
Engine: 0.13 - 0.38 mm (0.005 - 0.015 in.).
SERVICE DATA - Eccentricity & Runout Limits
Description T.I.R.
Max. Flywheel Housing Bore 0.66 mm
Eccentricity (0.026 in.)
Max. Face Runout, Flywheel 0.25 mm
Housing (0.010 in.) FIGURE 4-5. SHIM LOCATION
Max. Eccentricity of Flywheel 0.18 mm 1. Alternator Housing “A”: Dimension “A”

(Coupling Assembly) (0.007 in.) 2. Alternator Rotor “B”: Dimension “B”
Max. Axial Runout of Flywheel 0.25 mm 3. Flywheel Housing “C”: Dimension “C”
Face (Coupling Assembly) (0.010 in.) Adapter “D”: Dimension “D”
4. Flywheel Housing
5. Engine Drive Ring

4. Refer to Figure 4-6. Alternator End-play:
a. Using a flat steel bar (3, Figure 4-6) bolted
rigidly to the alternator rotor (2), install a 5/8"
- 11 cap screw (4) at each end into the alter-
nator housing (1). Leave cap screws finger-
tight.
b. Move the alternator rotor (2) axially towards
the rear (slip-ring end) by alternately tighten-
ing the cap screws (4) one-half-turn-at-a-
time. Do NOT exceed 16.3 N·m (12 ft lbs)
torque on each cap screw. This establishes
the maximum permissible rear travel for the
alternator rotor.
c. Alternately loosen the cap screws (4) one-
turn-at-a-time, until all torque is released.
Carefully remove the bar (3).
Note: The object is to leave the rotor in its
most rearward position.

d. Carefully measure Dimension “A” (Do not
move alternator rotor) at four locations, 90°
apart, and average the measurements.
1st measurement: _________________________
FIGURE 4-6. ALTERNATOR END-PLAY
2nd measurement: ________________________
3rd measurement: ________________________ 1. Alternator Housing 3. Steel Bar
2. Alternator Rotor 4. Cap Screw
4th measurement:_________________________
Dimension “A”: ____________________ Average
e. Add 0.254 mm (0.010 in.) to Dimension “A”.
f. Record (d + e) as;
“Measurement A”: _________________________
5. Determining Shims: Compare “Measurement
C” (Step 3.c.) with “Measurement A” (Step 4.f.). b. If A is greater than C, subtract: (A - C) = D
D = ___________ Shim pack thickness to
a. If C is greater than A, subtract: (C - A) = B be installed at location “D”, Figure 4-5.
B = _____________ Shim pack thickness
to be installed at location “B”, Figure 4-5.
Alternator-to-Flywheel Housing Adapter,

Rotor-to-Drive Ring, Location “B” Location “D”
Shim Part Number Shim Thickness Shim Part Number Shim Thickness
TM3467 0.102 mm (0.004 in.) TM3466 0.102 mm (0.004 in.)
TM3469 0.178 mm (0.007 in.) TM3468 0.178 mm (0.007 in.)

Joining Alternator and Komatsu SSDA16V160 or 8. Compare the step 7 value to the measurement
SDA16V160 Engine taken before alternator was installed on engine.
When lifting alternator, attach hoist to lift eyes

only. The alternator weighs approximately 4037
kg (8,900 lbs). Use a lifting device that can handle
the load safely.
1. Use the two top lift brackets provided on the

alternator for lifting. The top front lifting bracket
should be equipped with some method of
adjusting the alternator to keep it horizontal.
2. Carefully move alternator into place and
engage the engine drive ring (6, Figure 4-7) into
the alternator rotor drive (7) using shims “B”, if
required (refer to step 5.a. “Determining
Shims”).
3. Install flywheel housing adapter cap screws (2)
into alternator housing (1). Tighten to 237 N·m
(175 ft lbs) torque.
4. Install cap screws (5) through engine drive ring
(6) into the alternator rotor adapter (7). Rotate FIGURE 4-7. ALTERNATOR TO ENGINE
crankshaft to access and align holes. Tighten MOUNTING
cap screws (5) to 237 N·m (175 ft lbs) torque. 1. Alternator Housing 5. Cap Screw
5. Install alternator-to-cradle structure mounting 2. Cap Screw 6. Engine Drive Ring
cap screws and washers (1, Figure 4-2) and 3. Flywheel Housing 7. Alternator Rotor
tighten to 1017 N·m (750 ft lbs) torque. Adapter “B” Drive Shims
4. Engine Flywheel “D” Housing Shims
6. Tighten engine-to-cradle structure mounting Housing
cap screws (3, Figure 4-2) to 465 N·m (345 ft
lbs) torque.
The total Engine Crankshaft End-play (step 7)

must equal the original measurement or 0.51 mm
(0.020 in.) (alternator end-play), whichever is
smaller. If the end-play after the alternator and
Never pry on the engine crankshaft damper! engine are assembled is less than 0.51 mm (0.020
in.), and less than the starting engine crankshaft
7. With magnetic base mounted on the front of the
end-play, RESHIMMING IS REQUIRED.
engine and the dial indicator on the front of the
crankshaft, measure total crankshaft end-play:
Record Total Crankshaft End-play: ____________

9. Rotate the crankshaft one full revolution and lis- ENGINE
ten for any unusual noise caused by moving
components contacting stationary parts. Removal
10. Install engine sidecover, if removed. Install lock- Refer to instructions in previous sections for removal
wire on all alternator mounting cap screws. instructions for the Power Module, alternator, and
11. Remove barring tool and install access covers radiator assembly.
on flywheel housing.
12. Reinstall fan belt. Refer to engine manufac-
turer’s Operation and maintenance Manual.
The engine weighs approximately 9616 kg

(21,200 lbs) wet. Ensure lifting devices are capa-
ble of handling the load safely.
1. Disconnect any remaining wiring or hoses
between the engine and subframe.
2. Remove cap screws and lockwashers (5, Fig-
ure 4-7) securing front engine mount to sub-
frame.
3. Attach spreader bar with lifting straps at front lift
hooks and rear lift hooks (6) on engine.
Remove cap screws and lockwashers (2) at
rear engine mount securing engine to cradle
structure (1).
Always use a spreader bar to ensure lift straps

are vertical at each lift hook.
4. Lift engine from subframe and move to clean
work area for further disassembly.

Service 2. Install alternator on engine following instruc-
tions for “Engine/Alternator Mating”.
Complete instructions covering the disassembly,
3. Tighten rear engine mounting cap screws (2) to
assembly and maintenance of the engine and its
465 N·m (345 ft lbs) torque after alternator is
components can be found in the engine manufac-
installed.
turer's service manual.
4. Adjust setscrew (3, Figure 4-1) to equalize gap
Installation (5) between cradle structure (1) and subframe
(4) at left and right side. Lock setscrew with jam
1. Align engine to subframe and install front
nut (2).
mounting cap screws and lockwashers (5, Fig-
ure 4-7). Align and install rear engine mounting
cap screws and lockwashers (2) through cradle
structure, but do not tighten at this time. Tighten
front mount cap screws to 465 N·m (345 ft lbs)
torque.
FIGURE 4-8. ENGINE MOUNTING
1. Cradle Structure 3. Engine Module Subframe 5. Cap Screws and Lockwashers

2. Cap Screws and Lockwashers 4. Engine 6. Engine Lift Points

NOTES:

SECTION C5
AIR CLEANERS
INDEX
AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
SERVICING THE AIR CLEANERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Replacing The Filter Element . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-4
AIR CLEANER ASSEMBLY CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Main Filter Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-5
Precleaner Section Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-7
AIR INTAKE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8
C05019 Air Filtration System C5-1

NOTES:
C5-2 Air Filtration System C05019

AIR CLEANERS
OPERATION SERVICING THE AIR CLEANERS
Air required by the diesel engine passes through the
air cleaner assemblies mounted on each side of the
radiator. These air cleaners discharge heavy
particles of dust and dirt by centrifugal action and
then remove finer particles by passing air through
The engine must be turned off before servicing
filter cartridges.
the air cleaner assemblies or opening the engine
The engine demand for air creates a vacuum in the air intake system. Never start the engine with the
air cleaners and causes outside air to be drawn in filter elements removed. Serious engine damage
through air inlets on the air cleaners. Dirty air enter- can result.
ing here is drawn through a series of tubes that are
• Inspect and empty dust collector cups at regular
designed to produce a cyclonic action. As the air
intervals. Daily inspection is recommended.
passes through the outer portion of the tubes, a cir- Never allow the dust level to build up to the tube
cular motion is set up causing dust and dirt particles (precleaner) chamber.
to be thrown from the air stream into dust collectors
(1, Figure 5-1). At the same time, the air stream turns • During operation or after the engine has been
and is directed up through the center of the tubes into turned off, observe the air filter restriction gauges
mounted on the overhead panel in the cab. When
the filter chamber. Here the air passes through the
a gauge shows maximum restriction, filter service
main filter element and safety filter element and out is required.
the clean air outlet to the engine's air intake system.
The function of the safety filter is to increase overall • Check all engine air inlet tubes, hoses and
reliability and engine protection. clamps. All connections must be air tight to
prevent dirt from entering.
• Air cleaner housing fasteners and mountings
must be tight.
• After the filters have been serviced, reset the air
filter restriction gauges by pressing the reset
button on the face of the gauge.
FIGURE 5-1. AIR CLEANERS

1. Dust Collectors 3. Air Intake Cover
2. Precleaner Section 4. Element Cover

Replacing The Filter Element 3. Inspect the main filter element carefully for
damage, holes or breaks which might affect
NOTE: The function of the safety filter is to increase
reuse of the element. If the element appears
overall reliability and engine protection. If the safety
serviceable, proceed with the cleaning
element indicator shows red the element has
procedure. If defects are found in the element,
become clogged, and should be discarded and
wing nut (5) must be removed from the
replaced with a new one.
assembly and installed on the new element.
1. Turn off the engine. Clean any dirt and dust 4. Check safety filter indicator (7). If the solid red
from the area around air cleaner element cover area is showing, replacement of the safety filter
(4, Figure 5-1). is required. If the center is green, the safety fil-
2. Loosen large wing nut (5, Figure 5-2) on the air ter does not require replacement.
cleaner cover to free main filter element (10).
Pull the main filter element from the assembly.
FIGURE 5-2. AIR CLEANER ASSEMBLY

1. Dust Cap 5. Wing Nut 9. Safety Filter Element 13. Pre-Cleaner Gasket
2. Dust Cap Gasket 6. Wing Nut Gasket 10. Main Filter Element 14. Safety Filter Element Gas
3. Tube 7. Safety Element Indicator 11. Main Element Gasket ket
4. Unfiltered Air Inlet 8. End Cover 12. Clean Air Outlet

AIR CLEANER ASSEMBLY CLEANING
Main Filter Cleaning
Have a new safety (secondary) filter element on

hand before removing the used filter element. Do
not keep the intake system open to the
atmosphere any longer than necessary. Only the main filter elements may be cleaned,
5. If the safety filter element must be replaced, and then only if they are structurally intact. Do
remove the indicator and remove the safety fil- not reuse an element that is damaged. Do not
ter element. Discard the filter element. Do not clean and reuse the safety (secondary) filter
clean the damaged or dirty safety filter element. elements. Replace them with new parts.
6. Reset the safety filter indicator from red to After inspection, determine the condition of the main
green by gently blowing air into the threaded filter element and choose either the washing method
hole from gasket side of the indicator nut. or compressed air method for cleaning the element.
7. Install the new safety filter element. Tighten the If the element is clogged with carbon, soot, oil and/or
wing nut to 13 N•m (10 ft lbs). dust, the complete washing procedure will produce
8. Install main filter element (10) into the air the best results.
cleaner and secure it with wing nut (5). Tighten
the wing nut hand tight. Do not use a wrench or
pliers. If the original filter element is being Wash elements with water and detergent as follows:
reused, ensure the sealing gasket is not 1. Soak the element in a solution of detergent and
damaged. The gasket must seal completely. water for at least 15 minutes. Rotate the
9. Close and latch the dust collectors on the bot- element back and forth in the solution to loosen
tom of the air cleaner assembly. dirt deposits. Do not soak elements for more
than 24 hours.
2. Rinse the element with a stream of fresh water
in the opposite direction of normal air flow until
rinse water runs clear. Maximum permissible
water pressure is 276 kPa (40 psi). A complete
and thorough rinse is essential.
3. Dry the element thoroughly. If drying is done
with heated air, the maximum temperature must
not exceed 60°C (140°F) and must be
circulated continually. Do not use a light bulb to
dry elements.

4. After cleaning, inspect the element thoroughly Clean dust loaded elements with dry filtered
for the slightest ruptures and damaged gaskets. compressed air as follows:
A good method for detecting paper ruptures is 1. Maximum nozzle pressure must not exceed
to place a light inside the filter element, as 207 kPa (30 psi). The distance from the nozzle
shown in Figure 5-3, and inspect the outer to the surface of the filter element must be at
surface of the filter element. If holes or ruptures least 25 mm (1 in.) to prevent damage to the
are found, do not reuse the element. Discard filter material.
and replace with a new element.
2. As shown in Figure 5-4, direct the stream of air
. from the nozzle against the inside of the filter
element. This is the clean air side of the
element and air flow should be opposite of
normal air flow.
3. Move the air flow up and down vertically with
the pleats in the filter material while slowly
rotating the filter element.
4. When cleaning is complete, inspect the filter
element as shown in Figure 5-3. If holes or rup-
tures are noted, discard the element and
replace with a new element.
FIGURE 5-3. INSPECTING THE FILTER ELEMENT
FIGURE 5-4. CLEANING THE FILTER ELEMENT

WITH COMPRESSED AIR

Precleaner Section Cleaning NOTE: The precleaner section may be separated
from the air cleaner assembly without removing the
The tubes in precleaner section (2, Figure 5-1)
entire air cleaner from the truck.
should be cleaned at least once per year and at each
engine overhaul. More frequent cleaning may be 1. Remove air intake cover (3, Figure 5-1).
necessary depending upon operating conditions and Remove the mounting hardware that secures
and the local environment. the precleaner section to the air cleaner
assembly. Remove the precleaner section. The
To inspect the tubes in the precleaner section, safety filter element must remain in place to
remove the main filter element. Do not remove the protect the engine intake.
safety filter element. Loosen the clamps and remove
dust collector (1, Figure 5-2). Use a light to inspect 2. Loosen the clamps and remove dust collector
the tubes. All tubes should be clear and the light (1) from the precleaner section. Wash the dust
should be visible. collector with a water and liquid soap solution.
3. Submerge the precleaner section in a solution
NOTE: Both the main and safety elements must be of Donaldson D-1400 and warm water (see
installed in the air cleaner while Steps 1 and 2 are Figure 5-6). Mix the solution according to the
being accomplished to prevent any possibility of dirt directions on the package. The tube section
being forced into the engine intake area. must be down. Soak for 30 minutes, then
Dust can be removed with a stiff fiber brush (see remove the precleaner section from the
Figure 5-5). Do not use a wire brush. Dust may also solution. Rinse thoroughly with fresh water and
be removed effectively using compressed air. blow dry.
Heavy plugging of the tubes may require soaking and Severe plugging may require the use of an
washing the entire precleaner section. Refer to the Oakite 202 and water solution instead. The
following procedure. solution should be 50% Oakite 202 and 50%
fresh water.
4. Check the precleaner gaskets carefully for any
evidence of air leaks. Replace if necessary.
5. Install the precleaner section and gaskets on
the air cleaner assembly. Install all mounting
hardware that was removed.
6. Install the dust collector and gasket on the
precleaner section. Secure the dust collector
with mounting clamps.
FIGURE 5-5. REMOVING DUST FROM THE

TUBES
FIGURE 5-6. WASHING AND SOAKING THE

PRECLEANER SECTION

AIR INTAKE TROUBLESHOOTING
To insure maximum engine protection, be sure that
all connections between air cleaners and engine
intake are tight and positively sealed. If air leaks are
suspected, check the following:
1. All intake lines, tubes and hump hoses for
breaks, cracks, holes, etc., which could allow an
intake air leak.
2. Check all air cleaner gaskets for positive seal-
ing.
3. Check air cleaner elements, main and safety,
for ruptures, holes or cracks.
4. Check air cleaner assembly for structural dam-
age, cracks, breaks or other defects which
could allow air leakage. Check all mounting
hardware for tightness.

SECTION C7
FAN CLUTCH
INDEX
REMOVAL & INSTALLATION TOOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-3
DISASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-6
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-16
ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-20
TEST PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C7-34
C07001 Fan Clutch C7-1

NOTES
C7-2 Fan Clutch C07001

FAN CLUTCH
REMOVAL & INSTALLATION TOOLING
TOOL A - FRONT SLEEVE BEARING
TOOL B - REAR SLEEVE BEARING

TOOL C - FRONT AND REAR SLEEVE BEARING REMOVER
TOOL D - WEAR SLEEVE AND RETAINER/SEAL ASSEMBLY INSTALLER;

BEARING REMOVER; ASSEMBLY PUSHER TOOL

TOOL E - BEARING INSTALLER
TOOL F - BEARING INSTALLER

DISASSEMBLY
FIGURE 7-1. FAN CLUTCH EXPLODED VIEW
1. Orifice Fitting 16. External Snap Ring (Spacer) 32. Internal Snap Ring
2. Dowel Pin (Rear) 17. Seal Ring (Hook-Type) 33. Main Bearing (Front)
3. Pitot Tube 18. Bolt 34. O-Ring Seal
4. Wear Sleeve 19. Washer 35. Bearing Retainer (Front)
5. Retainer/Seal Assembly 20. Pulley 36. Oil Seal
6. Shaft Assembly 21. Pulley Adapter 37. Washer
7. Name Plate Kit 22. Seal Ring (Large) 38. Bolt
8. Washer 23. Piston 39. Wear Sleeve
9. Bolt 24. Seal Ring (Small) 40. Retainer/Seal Assembly
10. Oil Seal 25. Spring Washer 41. Sleeve Bearing (Rear, Short)
11. Bearing Retainer (Rear) 26. Shim 42. Fan Mounting Hub
12. Bearing Spacer 27. External Snap Ring 43. Dowel Pin (Front)
(External Snap Ring) 28. External Snap Ring 44. Sleeve Bearing (Front, Long)
13. O-Ring Seal 29. Clutch Hub 45. End Cap
14. Main Bearing (Rear) 30. Facing Plate
15. Internal Snap Ring 31. Steel Clutch Plate

FIGURE 7-1. FAN CLUTCH CUTAWAY (Typical)
3. Pitot Tube 14. Main Bearing 27. External Snap Ring 37. Washer
4. Wear Sleeve 15. Internal Snap Ring 28. External Snap Ring 38. Bolt
5. Retainer/Seal 16. External Snap Ring 29. Clutch Hub 39. Wear Sleeve
Assembly 17. Seal Ring (Hook-Type) 30. Facing Plate 40. Retainer/Seal Assembly
6. Shaft Assembly 20. Pulley 31. Steel Clutch Plate 41. Sleeve Bearing
8. Washer 22. Seal Ring (Large) 32. Internal Snap Ring (Rear, Short)
9. Bolt 23. Piston 33. Main Bearing 42. Fan Mounting Hub
10. Oil Seal 24. Seal Ring (Small) 34. O-Ring Seal 44. Sleeve Bearing
11. Bearing Retainer 25. Spring Washer 35. Bearing Retainer (Front, Long)
13. O-Ring Seal 26. Shim 36. Oil Seal 45. End Cap

FIGURE 7-4.
FIGURE 7-2.
1. Support the fan clutch on a bench with fan 3. Remove O-ring seal (34).
mounting hub (42) facing upward. Support the
assembly beneath the pulley. Remove bolts
(38) and washers (37).
FIGURE 7-3. FIGURE 7-5.
2. Install lifting eyes, and attach a hoist and chains

to front bearing retainer (35). Use a small 4. Position the bearing retainer and hub assembly
screwdriver to separate the front bearing on the bench with clutch hub (29) up. Remove
retainer from pulley adapter (21), and set it external snap ring (28).
aside on a bench.

FIGURE 7-8.
FIGURE 7-6.
7. Remove front oil seal (36).
5. Remove clutch hub (29).
FIGURE 7-9.
FIGURE 7-7.
8. Remove internal snap ring (32).
6. Position the sub-assembly beneath the ram of a
press. Support the assembly beneath the
bearing retainer as close as possible to fan
mounting hub (42). Press the fan mounting hub
out of the front bearing using tooling (B).

FIGURE 7-10.
FIGURE 7-12.
11. Remove front retainer/seal assembly (40).

9. Turn bearing retainer (35) over on the press Wedge a large chisel or other appropriate tool
bed. Press front bearing (33) out of the bearing behind the retainer to force it off fan mounting
retainer using tooling (D). hub (42).
FIGURE 7-13.
FIGURE 7-11. Use a chisel to make three indentations in wear

sleeve (39) in order to loosen the sleeve. The
indentations should be approximately 120
10. Support beneath the fan mounting hub with end degrees apart from one another. Remove the
cap (45) down, but approximately 50 mm (2 in.) wear sleeve.
above the press bed. Using a solid steel bar or
NOTE: Use caution when using the chisel. Do not cut
equivalent, press the end cap from the fan
through the sleeve. Damage to the shaft can cause
mounting hub.
future leaks.

FIGURE 7-14.
12. Inspect sleeve bearing (44) and sleeve bearing FIGURE 7-16.
(41). Compare the color of each bearing to the
chart above. The lighter the appearance of the 14. Remove the stack of facing plates (30) and
bearing, the more worn it is. If either bearing steel clutch plates (31) from inside the pulley.
needs replacing, proceed to the next step. If the
bearings are in good condition, skip the next
step.
FIGURE 7-17.
FIGURE 7-15. 15. Remove external snap ring (27), shim (26), and
spring washer (25).
13. Position tooling (C) against sleeve bearing (41).
Press the front sleeve bearing downward to
press it out of the fan mounting hub. Rear
sleeve bearing (44) will be pressed out
simultaneously.

FIGURE 7-20.
FIGURE 7-18.
18. Support beneath the pulley to prevent it from
dropping to the bench. Remove bolts (9) and
16. Attach wire lifting hooks to piston (23). Use the lockwashers (8).
lifting hooks to pull the piston from pulley
adapter (21).
FIGURE 7-19.
FIGURE 7-21.
17. Remove seal rings (22) and (24) from the
piston. 19. Install lifting eyebolts to the shaft and bearing
retainer assembly. Use a suitable lifting device
to lift the assembly from the pulley. Remove O-
ring seal (13).
NOTE: It may be necessary to use a soft rubber
mallet to separate the shaft and bearing retainer from
the pulley.

FIGURE 7-22.
20. Position the shaft as shown. Insert a phillips-

FIGURE 7-24.
head screwdriver into pitot tubes (3) to loosen
and remove them from the shaft. Rotate the
pitot tube until the sealant holding it tight is
broken loose. Then grip the pitot tube with a
pair of pliers and gently tap on the pliers to 22. Remove external snap ring (16).
remove the pitot tubes from the hole in the
shaft.
FIGURE 7-25.
FIGURE 7-23.
21. Remove both seal rings (17). 23. Remove internal snap ring (15).

FIGURE 7-28.
FIGURE 7-26. 26. Use tooling (E) to press rear bearing (14) out of
rear bearing retainer (11).
24. Support the bearing retainer as close as

possible to the bearing bore. Be careful not to
damage the retainer/seal assembly. Press the
shaft out of bearing (14) using tooling (E).
FIGURE 7-29.
27. Use a chisel to make three indentations in wear

sleeve (4). The indentations should be
approximately 120 degrees apart from one
FIGURE 7-27. another. Remove the wear sleeve.
NOTE: Use caution when using the chisel. Do not cut
25. Remove oil seal (10) from bearing retainer (11). through the sleeve. Damage to the shaft can cause
future leaks.

FIGURE 7-30.
28. Remove rear retainer/seal assembly (5). Drive

the assembly off the shaft or wedge a large
chisel or other appropriate tool behind the
retainer to force it off.

CLEANING AND INSPECTION
Thoroughly clean all components before inspection.
Check each of the following components, and follow the guidelines for reuse:
• Ball bearings - Replace at time of rebuild.
• Internal snap rings - Must not be damaged or worn. Must be flat and have square edges at outer diameter.
• External snap rings - Must not be damaged or worn. Must be flat and have square edges at inner diameter.
• Seal rings - Replace during rebuild.
• Oil seals - Replace during rebuild.
• Bolts and washers - Reuse unless damaged or worn.
• Retainer/Seal assemblies - Replace if damaged or worn.
• Wear sleeves - Replace during rebuild.
• Sleeve bearings - Inspect color of surface. Refer to Figure 7-14.
FIGURE 7-31. SHAFT ASSEMBLY WEAR DIMENSIONS
1. Check the shaft assembly for wear or damage. Refer to Figure 7-31 for dimensions.
NOTE: Some shafts were manufactured as two-piece assemblies. Do not attempt to separate the shaft assembly.
2. Inspect and clean the pitot tube holes in the shaft. Use a standard reamer (straight flute, 0.3770 in. diameter).
Remove pipe plugs in the shaft for cleaning and reinstall using Loctite® Primer N and #242.

FIGURE 7-32.
3. Check pulley and adapter dimensions.
FIGURE 7-34.
5. Check piston (23) dimensions.
FIGURE 7-33.
4. Check rear bearing retainer (11) dimensions.

FIGURE 7-35. PISTON REWORK
(For earlier pistons with the drilled orifice.)
6. Check the piston for a drilled orifice at the inside

face. If the piston contains the orifice, modify
the piston as shown in Figure 7-35.
7. Inspect clutch hub (29) for wear. Wear marks
that may be present on the teeth must not
restrict plate movement. If they have smooth
entry and exit ramps, the notches will not
restrict plate movement and the clutch hub may
be reused.
8. Check steel plates (31) for wear. The plates
must be smooth and free of grooves or heat
related damage. The plates are 3.07 mm (0.121
in.) minimum thickness when new and must be
flat within 0.13 mm (0.005 in.).
9. Inspect facing plates (30). Minimum thickness
for new facing plates is 2.77 mm (0.109 in.).
Grooves are 0.15 mm (0.006 in.) deep. The
plates must be flat within 0.13 mm (0.005 in.).
Check the teeth for excessive wear. When new,
the space between the teeth is approximately
7.11 mm (0.280 in.).
FIGURE 7-36.
10. Inspect fan mounting hub (42).

FIGURE 7-37.
11. Inspect front bearing retainer (35).

12. Inspect end cap (45) for any wear or raised
nicks.

ASSEMBLY
NOTE: The fan clutch is reassembled using Loctite ® 2. If removed, install dowel pin (43) into fan
(or equivalent) sealants. Follow manufacturer's mounting hub assembly (42). Refer to Figure 7-
recommendations regarding minimum cure time to 38. Press the pin into the hub, leaving 2.3 mm
prevent oil from washing the sealant from the sealing (0.090 in.) exposed.
surfaces.
If the shaft did not originally come with
pinned bearings, install the dowel per
1. Place end cap (45) in a freezer or on dry ice to instructions in Figures 7-38 and 7-39.
prepare for installation in the following steps.
FIGURE 7-39.
FIGURE 7-38.

FIGURE 7-40.
FIGURE 7-42.
4. Turn the hub over on the bed of the press.

Using tooling (B), press rear sleeve bearing (41)
into the fan mounting hub until the tool contacts
the shoulder of the hub.
FIGURE 7-41.
3. Using tooling (A), press front (long) sleeve

bearing (44) into the fan mounting hub until the
tool contacts the shoulder of the hub. Ensure
the correct bearing is installed. There are two
sleeve bearings, and each one must be
installed in the proper area of the hub to ensure
the lube passage is not restricted. Refer to
Figure 7-40.

FIGURE 7-44.
FIGURE 7-43.
5. Press front retainer/seal assembly (40) onto the

fan mounting hub (42) using tooling (D). The
inner race of the retainer should be recessed
1.0 mm (0.040 in.) below the shoulder.
Check carefully to ensure that the retainer/seal
assembly is installed straight and is not bent or
damaged in any way which will cause
interference between it and the bearing retainer
after assembly.
• Front wear sleeve (39) is NOT

interchangeable with rear (notched) wear
sleeve (4). The inside diameter of the front
wear sleeve is color coded red. FIGURE 7-45.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from 6. Coat the inside diameter of front wear sleeve
occurring. (39) and the wear sleeve diameter of the shaft
with Loctite Primer N and #242 (or equivalent).
• Use extreme care when handling the wear Using tooling (D), press the wear sleeve onto
sleeve. The slightest nicks or scratches may
the shaft until it is flush with the shoulder.
cause leakage.
NOTE: Some fan hubs may have a small hole on the
wear sleeve mounting journal. This hole is not used
and will be covered by the wear sleeve.

FIGURE 7-46.
FIGURE 7-48.
7. Coat the bore of the fan mounting hub (42) with
a thin coating of Loctite Primer N and #242. 9. Install internal snap ring (32).
Remove frozen end cap (45) from the freezer.
Do not apply Loctite to the end cap. Press the
end cap into the hub until the cap bottoms out.
FIGURE 7-47.
FIGURE 7-49.
8. Apply Loctite Primer N and #609 to the mating 10. Turn the retainer over on the press bed. Coat
surfaces of front bearing (33) and front bearing the outside diameter of front oil seal (36) and
retainer (35). Place the bearing into position on the mating surface on the bearing retainer with
the retainer with the notch for the bearing pin Loctite Primer N and #242 (or equivalent).
facing downward.
Use tooling (E) to press the oil seal into the front
Press the front bearing into the bearing retainer bearing retainer until it is flush with the front
using tooling (E) or equivalent. Press ONLY on face. Ensure that the lip of the seal is dry.
the outer race of the bearing until it seats at the Wipe any excess Loctite from the seal area and
bottom of the bore. remove any rubber strings from the seal.

FIGURE 7-50.
11. Coat the inside diameter of the bearing and the

fan mounting hub bearing journal with Loctite
Primer N and #609 (or equivalent). Place the FIGURE 7-51.
front bearing retainer sub-assembly into
position on the fan mounting hub. Ensure the
notch in the bearing is aligned with the bearing 12. Install clutch hub (29) on the fan mounting hub
dowel pin. Do not allow the seal lip to come in assembly (42) with the open end down. (No
contact with the Loctite. Press the bearing onto special timing is necessary.)
the hub using tooling (D) until it contacts the
wear sleeve.
Wipe any lubricant or sealer from the seal
lip. The seal lip is teflon and must remain
dry for proper sealing to occur.
Spin the bearing retainer at least 25 revolutions
to ensure proper rotation of the bearing and to
burnish the seal.
FIGURE 7-52.
13. Install external snap ring (28) to hold the clutch

hub in place.

FIGURE 7-53.
FIGURE 7-55.
15. Use tooling (D) to press rear retainer/seal

assembly (5) onto shaft (6). The inner race of
the retainer should be recessed 1.0 mm (0.040
in.) below the shoulder.
Check carefully to ensure that the retainer/seal
assembly is installed straight and not bent or
damaged in any way which will cause
interference between it and the bearing retainer
FIGURE 7-54. after assembly.
14. If removed, install rear dowel pin (2) in shaft

assembly (6). Press the pin until 2.0 mm (0.080
in.) is left exposed above the surface.
If the shaft did not originally come with
pinned bearings, install the dowel per
instructions in Figures 7-53 &7-54.

FIGURE 7-57.
FIGURE 7-56. 17. Coat the outside diameter of rear bearing (14)
and the mating surface of bearing retainer (11)
with Loctite Primer N and #609 or equivalent.
The end of the bearing with the notch is
installed first. Using tooling (F) or equivalent,
press the bearing into the bearing retainer.
Press ONLY on the outer race of the bearing
until the bearing bottoms out in the bore.
• Rear (notched) wear sleeve (4) is NOT
interchangeable with front wear sleeve (39).
The inside diameter of the rear wear sleeve is
color coded blue.
• Note the direction of the lead pattern on the
sleeve. The wear sleeve must be installed
with the pattern leading in the correct
direction in order to prevent leakage from
occurring.
• Use extreme care when handling the wear
sleeve. The slightest nicks or scratches may
cause leakage.
16. Coat the inside diameter of rear (notched) wear

sleeve (4) and the wear sleeve diameter of the
fan mounting hub with Loctite Primer N and
#242 (or equivalent). Locate the sleeve so the
notch in the sleeve will be aligned with the small FIGURE 7-58.
lube hole in the shoulder. Using tooling (D),
press the wear sleeve onto the fan mounting
hub until it is flush with the shoulder.
18. Install internal snap ring (15).

FIGURE 7-59.
19. Some fan clutches were assembled with an external snap ring that is used as a spacer between the bearing
and the oil seal. Newer models were assembled using a notched spacer. If an external snap ring was used,
place snap ring (12) on top of the bearing (oil seal side). If a notched spacer was used, the spacer will be
installed in a later step. Proceed to the next step.
FIGURE 7-60.
FIGURE 7-61.
20. Coat the outside diameter of rear oil seal (10) 21. If a bearing spacer is used instead of a snap
with Loctite Primer N and #242 (or equivalent). ring (as explained in Step 19), place the spacer
Use tooling (E) or an equivalent to install the oil into position in the groove on shaft assembly
seal in the rear bearing retainer until it is flush (6). Note the location of the spacer in Figure 7-
with the rear face. 61.
Do not lubricate the seal. The seal is made of
teflon and must be installed dry.

FIGURE 7-62.
FIGURE 7-63.
23. Install external snap ring (16). Ensure that the

22. Place the shaft sub-assembly on the press bed. snap ring is fully seated in the groove. It may be
Coat the inside diameter of the bearing and the necessary to tap on the snap ring with a
bearing journal on the shaft with Loctite Primer screwdriver to fully seat it.
N and #609 (or equivalent).
Carefully, lower the rear bearing retainer sub-
assembly in place on the shaft. Do not allow the
seal lip to come in contact with the Loctite.
Ensure the notch in the bearing and the dowel
pin are aligned. If external snap ring (16) was
installed in the bearing retainer, ensure the
opening is aligned with the dowel pin.
Press the bearing onto the shaft until it reaches
the shoulder of the wear sleeve. Wipe any
excess Loctite from the assembly.
Ensure the seal lip is dry. The seal must
remain dry for proper sealing.
Spin the bearing retainer approximately 25
times to burnish the teflon seal on the wear
sleeve. Check for abnormal sounds or other
indications of contact between the retainer/seal
assembly and the bearing retainer. If FIGURE 7-64.
interference is found, remove the bearing
retainer and eliminate the point of interference.
24. Ensure that the pitot tube holes in the shaft are
clean and free of burrs and staking material to
allow the pitot tubes to fit into the holes and seat
completely to the bottom. Apply a thin coating of
Loctite Primer N and #609 (or equivalent) on
the straight end of one pitot tube (3). Coat the
tube to approximately 20 mm (0.75 in.) from the
end.

Push the pitot tubes to the bottom of the hole.
The outer end of the tube should be located well
within the pulley-locating shoulder of the
bearing retainer. Rotate the tube so the open,
bent end faces in a counterclockwise direction
and is exactly parallel to the surface of the
bearing retainer. (A large phillips-head
screwdriver inserted in the end of the tube can
be used as an alignment gage).
Install the second pitot tube in the same manner
as the first. Stake each pitot tube in three places
(at the 9, 12, and 3 o'clock positions) to prevent
the tubes from rotating in operation.
FIGURE 7-66.
26. Lubricate the seal ring grooves of piston (23)

with an oil-soluble lubricant such as engine
assembly grease. Install small seal ring (24) in
the inside groove and large seal ring (22) in the
outside groove. Refer to Figure 7-66 for proper
orientation.
FIGURE 7-65.
25. Install both hook-type seal rings (17) in the

grooves in the shaft. Rotate the rings so the slits
in the rings are 180 degrees apart from one FIGURE 7-67.
another.
27. Lubricate the external surfaces of seal rings

(22) and (24) with an oil-soluble lubricant such
as engine assembly grease. Also lubricate the
seal mating surfaces in the pulley adapter.

Do not push the piston in place. Forcing the
piston will usually cause the seal rings to be cut.
28. Carefully place the piston in the pulley. Without
pressing down on the piston, rotate it slowly
back and forth until it falls into place.
FIGURE 7-69.
30. Install spring washer (25), shim (26), and

spirolock ring (27). It will be necessary to press
downward to compress the spring washer while
forcing the spirolock to properly seat in the
groove. The shim must then be centered on the
spring washer to prevent it from interfering with
the movement of the piston.
FIGURE 7-68.
29. Align the tangs of the piston for final assembly

of the fan clutch. Lift the front bearing retainer
sub-assembly in place on the pulley. While
doing so, the slots of the front bearing retainer
will engage the tangs of the piston, and the
retainer will rest against the pulley. FIGURE 7-70.
Then, rotate the bearing retainer (and piston) 31. Place the front bearing retainer sub-assembly
until the bolt holes align in the bearing retainer on the bench with the clutch hub up. Install one
and pulley. Carefully remove the bearing steel clutch plate (31) in place in the bearing
retainer sub-assembly. retainer. Dip one facing plate (30) in new engine
oil. Allow the excess oil to drain off, then place
the facing plate on top of the steel plate.
Repeat this step until all 16 plates have been
installed.

32. Turn the pulley adapter assembly over and
install two lifting eyes 180 degrees apart. Install
a guide bolt in one bolt hole of the pulley. Refer
to Figure 7-71.
Coat front O-ring seal (34) with petroleum jelly
or an oil-soluble grease. Place the seal in the
groove in the pulley. The grease should secure
the seal in the groove during installation.
Carefully lower the pulley. Ensure that the guide
bolt is aligned with a bolt hole in the bearing
retainer assembly and the O-ring seal is still
securely in place. Lower the pulley until it rests
on the front bearing retainer.
FIGURE 7-71.
FIGURE 7-73.
33. Install at least four bolts (38) with lockwashers

(37) 90 degrees apart. Snug them down.
FIGURE 7-72.

FIGURE 7-76.
FIGURE 7-74.
36. Install bolts (9) with lockwashers (8). Tighten
each bolt to 49 - 58 N•m (36 - 43 ft lbs).
34. Lubricate O-ring seal (13) with petroleum jelly or
an oil-soluble grease and install it in the pulley
groove.
FIGURE 7-77.
FIGURE 7-75.
35. Lubricate hook-type seal rings (17) on the shaft 37. If removed, install orifice fitting (1) in the “oil in”
assembly. Carefully lower the shaft sub- port of the bracket.
assembly into the pulley bore and onto the
pulley until the retainer rests on the pulley.
Use caution when lowering. Damage to the
sleeve bearings may result if the shaft is cocked
during installation.

FIGURE 7-78.
38. Turn the assembly over on the bench. Install remaining bolts (38) and lockwashers (37). Tighten each bolt to
49 - 58 N•m (36 - 43 ft lbs).

TEST PROCEDURE
1. The fan clutch should be fully locked up with 275 kPa (40 psi) oil pressure supplied at the control pressure
port.
2. Operate the fan clutch with 82° C (180° F) oil supplied to the “oil in” port for 2 hours. Manually engage and
disengage the clutch during the test to operate seals in both modes. Restrict the fan mounting hub rotation
while the clutch is disengaged, but ensure that the fan mounting hub is allowed to rotate freely while the clutch
is engaged.
The fan clutch rotation causes the pitot tubes to pump lubricating oil from inside the fan clutch,
maintaining low internal oil pressure. If lubricating oil is supplied to the fan clutch before it is rotating in
the proper direction, internal pressures will become excessive, causing the oil seals to leak.

SECTION D
ELECTRICAL SYSTEM (24VDC NON-PROPULSION)
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-1
24VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-1
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-1
VHMS COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1
VHMS SOFTWARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-1
VHMS CHECKOUT AND TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-1
VHMS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-1
NOTE: Electrical system wiring hookup and electrical schematics are located in Section R of this manual.
DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED. Before attempting repairs or working near propulsion system components, the following
precautions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold.
•Never open any electrical cabinet covers or touch the retarding grid elements. Additional pro-
cedures are required before it is safe to do so. Refer to Section E for additional propulsion
system safety checks to be performed by a technician trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
•In the event of a propulsion system malfunction, a qualified technician should inspect the
truck and verify the propulsion system does not have dangerous voltage levels present
before repairs are started.
•Prior to welding on the truck, maintenance personnel should attempt to notify the Komatsu
Factory Representative. The welding ground electrode should be attached as close as possi-
ble to the area to be welded. Never weld on the rear of the electrical control cabinet or the
retard grid exhaust air louvers.
After the truck is parked in position for the repairs, the truck must be shut down properly to ensure the
safety of anyone working in the areas of the deck, electrical cabinet, traction motors, and retarding grids.
The following procedure will ensure that the electrical system is properly discharged before repairs are
begun.
D01039 Index D1-1

TRUCK SHUTDOWN PROCEDURE
1. Reduce the engine speed to idle. Place the directional control lever in PARK. Make sure that the
parking brake applied indicator light in the overhead panel is illuminated.
2. Place the drive system in the rest mode by turning the rest switch on the instrument panel ON. Make
sure that the rest mode indicator light is illuminated.
3. Shut down the engine using the key switch. If the engine does not shut down, use the emergency
shutdown switch on the center console.
4. After approximately 90 seconds, verify that the steering accumulators have bled down by attempting
to turn the steering wheel.
5. Verify that the link voltage lights on the electrical cabinet and the DID panel in the cab are OFF. If
they remain on longer than 5 minutes after shutdown, the propulsion system must be inspected by a
technician who is trained to investigate the cause.
6. Place the GF cutout switch, located in the information display panel at the left side of the electrical
control cabinet, in the CUTOUT position.
D1-2 Index D01039

SECTION D2
24VDC ELECTRIC SUPPLY SYSTEM
INDEX
24VDC ELECTRIC SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3
BATTERY SUPPLY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
24VDC Battery Charging Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-5
Battery Control Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Battery Disconnect Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC Auxiliary Battery Receptacles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Isolator Diode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
Engine Start Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24VDC to 12VDC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-6
24 VDC ELECTRIC CRANKING MOTOR SYSTEM (WITH PRELUBE) . . . . . . . . . . . . . . . . . . . D2-7
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Prelube System Operation Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
Timer Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-8
D02034 24 VDC Electric Supply System D2-1

TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-9
24 VDC ELECTRIC START SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
CRANKING MOTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-11
CRANKING MOTOR TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Preliminary Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-12
Interpreting Results of Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-13
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-14
Armature Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
Field Coil Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-16
SOLENOID CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-17
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Bearing Replacement: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Motor Assembly: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-18
Pinion Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
MAGNETIC SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-19
Coil Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-20
D2-2 24 VDC Electric Supply System D02034

24VDC ELECTRIC SUPPLY SYSTEM
ELECTRICAL SYSTEM DESCRIPTION
The truck uses a 24VDC electrical system which sup-
plies power for engine starting circuits and most non-
propulsion electrical components. The 24VDC
engine starting circuit is supplied by four heavy duty,
Type 8D, 12-volt storage batteries. Several compo- DO NOT SMOKE or allow flame around a dead
nents require 12VDC and are supplied by circuits battery or during the recharging process. The
tapped off the starting batteries. expelled gas from a dead cell is extremely explo-
sive.
The batteries are of the lead-acid type, each contain-
ing six 2-volt cells. With the engine off, power is sup- Excessive consumption of water indicates leakage or
plied by the batteries. During engine cranking, power overcharging. Normal water usage for a unit operat-
is supplied by the four engine cranking batteries only. ing eight hours per day is about 30 to 60 cm3 (1 to 2
When the engine is running, power is supplied by a oz.) per cell per month. For heavy duty operation (24
high capacity alternator that is driven by the engine. hours per day), normal consumption should run
about 30 to 60 cm3 (1 to 2 oz.) per cell per week. Any
appreciable increase over these figures should be
considered a danger signal.
Troubleshooting
Lead-acid storage batteries contain sulfuric acid Two most common problems that occur in the charg-
which, if handled improperly, may cause serious ing system are undercharging and overcharging of
burns on skin or other serious injuries to person- the truck's batteries.
nel. Wear protective gloves, aprons and eye pro-
tection when handling and servicing lead-acid An undercharged battery is incapable of providing
storage batteries. See the precautions in Section sufficient power to the truck's electrical system.
A of this manual to ensure proper handling of Some possible causes for an undercharged battery
batteries and accidents involving sulfuric acid. are:
During operation, the storage batteries function as an • Sulfated battery plates
electrochemical device that converts chemical
• Loose or corroded battery connections
energy into the electrical energy that is required for
operating the accessories when the engine is off. • Defective wire in electrical system
• Loose alternator drive belt
• Defective alternator
BATTERIES
Overcharging, which causes overheating, is first indi-
Maintenance and Service cated by excessive use of water. If allowed to con-
tinue, the cell covers will push up at the positive ends
The electrolyte level of each cell should be checked
and, in extreme cases, the battery container will
at the interval specified in Section P, Lubrication and
become distorted and cracked.
Service. Add water if necessary. The proper level to
maintain is 10 to 13 mm (3/8 to 1/2 in.) above the Leakage can be detected by continual wetness of the
plates. To ensure maximum battery life, use only dis- battery or excessive corrosion of the terminals, bat-
tilled water or other types of water recommended by tery carrier and surrounding area. (A slight amount of
the battery manufacturer. After adding water in freez- corrosion is normal in lead-acid batteries). Inspect
ing weather, operate the engine for at least 30 min- the case, covers and sealing compound for holes,
utes to thoroughly mix the electrolyte. cracks and other signs of leakage. Check the battery
hold down connections to ensure that the tension is
not great enough to crack the battery or loose
enough to allow vibration to open the seams. A leak-
ing battery must be replaced.

To remove corrosion, clean the battery with a solu- The rate of self-discharge of a battery kept at 38°C
tion of ordinary baking soda and a stiff, non-wire (100°F) is about six times that of a battery kept at
brush and flush with clean water. Make sure that 10°F (50°F), and self-discharge of a battery kept at
none of the soda solution is allowed to enter the bat- 27°C (80°F) is about four times that one at 10°F
tery cells. Make sure that the terminals are clean and (50°F). Over a 30 day period, the average self-dis-
tight. Clean terminals are very important in a voltage charge runs about 0.002 specific gravity per day at
regulated system. Corrosion creates resistance in 27°C (80°F).
the charging circuit, which causes undercharging and
To offset the results of self-discharge, idle batteries
gradual starvation of the battery.
should receive a booster charge (not a quick charge)
NOTE: When washing batteries, make sure that the at least once every 30 days. Batteries allowed to
cell caps are tight to prevent cleaning solution from stand for long periods in a discharged condition are
entering the cells. attacked by a crystallization of the lead sulfate on the
plates. Such batteries are called “sulfated” and are,
Addition of acid will be necessary if considerable
in the majority of cases, irreparably damaged. In less
electrolyte has been lost through spillage. Before
severe cases, the sulfated battery may be restored to
adding acid, make sure that the battery is fully
limited service by prolonged charging at a low rate
charged by putting the battery on charge and taking
(approximately 1/2 normal rate).
hourly specific gravity readings on each cell. When
all the cells are gassing freely and three successive An undercharged battery is extremely susceptible to
hourly readings show no rise in specific gravity, the freezing when allowed to stand in cold weather.
battery is considered charged. Additional acid may
The electrolyte of a battery in various stages of
now be added. Continue charging for another hour
charge will start to freeze at temperatures indicated
and check specific gravity again. Repeat the above
in the table below.
procedure until all cells indicate a specific gravity of
1.260 - 1.265 corrected to 27°C (80°F). The temperatures in the table below indicate the
points at which the first ice crystals appear. Lower
Use 1.400 strength sulfuric acid when making
temperatures must be reached for a solid freeze.
specific gravity adjustments. Acid of higher strength
Solid freezing of the electrolyte may crack the battery
will attack the plates and separators before it has a
case and damage the positive plates. As will be
chance to diffuse into the solution.
noted, a charged battery is in no danger of freezing.
If the temperature of the electrolyte is not reasonably Therefore, a battery should be kept charged, espe-
close to 27°C (80°F) when the specific gravity is cially during winter weather.
taken, temperature should be corrected to 27°C
(80°F) as follows:
• For every 5°C (10°F) below 27°C (80°F), 0.004
should be SUBTRACTED from the specific
SPECIFIC GRAVITY FREEZING
gravity reading.
Corrected to 27°C (80°F) TEMPERATURE
• For every 5°C (10°F) above 27°C (80°F), 0.004
1.280 -70°C (-90°F)
should be ADDED to the reading.
1.250 -54°C (-60°F)
Idle batteries should not be allowed to stand
unattended. If equipment is to stand unused for more 1.200 -27°C (-16°F)
than two weeks, the batteries should be removed 1.150 -15°C (+5°F)
and placed in a cool, dry place where they may be 1.100 -7°C (+19°F)
checked periodically and charged when necessary.
Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place
even though the battery is not connected in a circuit,
and it is more pronounced in warm weather than in
cold weather.

BATTERY SUPPLY SYSTEM A 24VDC to 12VDC converter, located toward the
bottom of the inside left wall of the auxiliary control
24VDC Battery Charging Alternator cabinet, is used to convert the 24 volt battery system
Refer to Section D, Battery Charging Alternator in, for voltage to 12 volts for various truck components.
service information regarding the battery charging When maintenance or repairs are performed, the
alternator. batteries can be quickly disconnected from the
cranking motor or control circuits by using disconnect
Battery Box switches (7 & 8) located on battery control box (4).
Four type 8D batteries (3, Figure 2-1) for the 24VDC An external battery charger may also be connected
engine cranking circuit are located in the battery box to auxiliary battery receptacles (2) located on battery
in the center of the front platform. For access to the control box (4).
batteries, open the hinged cover by turning the cover
latches (1) counterclockwise until released. Lifting
eyes are attached to each end of the battery box so
that the entire battery box assembly can be removed,
if necessary.
FIGURE 2-1. BATTERY BOX & BATTERY CONTROL BOX

1. Battery Box Cover Latch 5. Circuit Breaker (50 amp) 8. Battery Disconnect Switch
2. Auxiliary Battery Receptacles 6. Engine Start Relay (System)
3. Batteries 7. Battery Disconnect Switch 9. Battery System Isolator Diode
4. Battery Control Box (Cranking Motor)

Battery Control Box 24VDC to 12VDC Converter
Battery control box (4, Figure 2-1) is located to the 24VDC to 12VDC converter (1, Figure 2-2) is used to
left of the battery box. This box contains the battery convert the 24 volt battery system voltage to 12 volts
disconnect switches and other components listed for various truck components such as the radio/cas-
below. sette player, cab power windows, and the auxiliary
power receptacles in the cab.
Battery Disconnect Switches
The converter is powered by the cranking motor cir-
Battery disconnect switches (7 & 8) provide a conve- cuit batteries. Converter output circuits are protected
nient method of disconnecting the truck batteries by CB60, a 50 amp circuit breaker (5, Figure 2-1)
from the truck electrical circuits without having to located inside the battery control box.
remove any battery cables. Rearward disconnect
switch (7) opens the cranking motor battery circuit
only, preventing engine startup while still allowing
battery power to the 24VDC control system circuits, if
desired. Forward disconnect switch (8) disconnects
the 24VDC system circuit.
Observe and verify polarity, connection points,
24VDC Auxiliary Battery Receptacles and correct circuit numbers if relay replacement
Two pairs of receptacles (2), located near the battery is necessary. Incorrect hookup will damage the
disconnect switches, are provided to attach battery solid state relay.
charger leads for charging the batteries.
These receptacles can also be used for connecting
external batteries to aid engine starting during cold
weather. When external batteries are used, they
should be of the same type (8D) as the batteries
installed on the truck. Two pairs of batteries should
be used. Each pair should be connected in series to
provide 24VDC, with one pair connected to the front
receptacle and the other pair connected to the rear
receptacle on the truck.
Isolator Diode
A Schottky type isolation diode (9) is used to provide
isolation between the electrical system battery cir-
cuits and the dual cranking motor start command cir-
cuits. This device controls the direction of current
flow in high current applications.
Engine Start Relay

Engine start relay (6) receives the signal to begin
cranking from the start relay located on relay board
RB6. When the engine start relay is activated, it pro-
vides current to the cranking motor motors to engage
the drives and begin cranking the engine, eliminating
the need for magnetic switches.
FIGURE 2-2. AUXILIARY CONTROL CABINET

(LEFT WALL)
1. 24VDC to 12 VDC Converter

24 VDC ELECTRIC CRANKING MOTOR Operation
SYSTEM (WITH PRELUBE) The prelube system is activated when the operator
The Komatsu SDA16V160 engine includes an turns the key switch and holds it in the “start” posi-
engine pre-lubrication system designed to reduce tion. This allows the current to flow to the prelube
wear due to dry starts. cranking motor solenoid timer (3). When this sole-
noid timer is activated, current flows through fusible
The prelube system automatically, safely and quickly
link (9) to the prelube motor (10), driving the prelube
fills filters and all oil passages prior to cranking at
pump, but does not allow the cranking motor motors
each engine startup. In addition, the system prevents
to engage the cranking motor pinion gears at this
startup if no oil is present in the engine.
time. The prelube pump supplies oil from the engine
The prelube system includes: oil pan to fill the engine oil filters and oil passages
prior to cranking.
• Remote mounted 24VDC powered pump
• Timer solenoid When the pressure in the engine cam oil rifle reaches
17.2 kPa (2.5 psi), the circuit to the timer solenoid is
• Oil pressure switch opened. After a 3 second delay, the current is sup-
• Oil suction line plied to the cranking motor solenoids (8); the crank-
ing motor motors will then be activated and the pinion
• Oil outlet line gears will be engaged into the flywheel ring gear.
• Check valve Normal cranking will now occur with sufficient lubri-
cation to protect the engine bearings and other com-
• Electrical harness.
ponents.
FIGURE 2-3. PRELUBE MOTOR AND CRANKING MOTOR ELECTRICAL DIAGRAM
1. Battery Charging Alternator 4. Cranking Motor No. 2 8. Cranking Motor Solenoid

2. Oil Pressure Switch (N.C.) 5. Cranking Motor No. 1 9. Fusible Link (400 AMP)
17.2 kPa (2.5 psi) 6. Magnetic Switch 10. Prelube Pump & Motor
3. Prelube Timer Solenoid 7. Diode (Coil Suppression) 11. Isolation Diode

Pressure Switch MAINTENANCE
The pressure switch (2, Figure 2-3) is a 17.2 kPa (2.5 Prelube system maintenance should be performed
psi), normally closed (N.C.) switch, located so that it annually or at 5000 hour intervals as described
can sense oil pressure after the engine oil has below.
passed through the filters. (Normally, this location is
the cam cover at the rear of the engine block.)
Prelube System Operation Checks
Verify system operates according to the two phases
Check Valve
of operation as listed in “Troubleshooting Prelube
The oil pressure supply hose will have a check valve Cranking Motor Circuit” on the following page. If a
installed between the prelube pump and the engine. problem exists, refer to the list of problems and pos-
The check valve prevents the passage of oil from the sible causes for troubleshooting system components.
engine back through the prelube pump to the pan
If system is operating properly, continue with the
after the engine is started. Check valve leakage back
inspection of component parts below:
to the prelube pump will cause extensive damage to
the pump.
Check Valve
Timer Solenoid Verify no internal leakage exists in the check valve
when the engine is running. Check valve leakage
The timer solenoid (3, Figure 2-3) controls the prelu-
back to the prelube pump will cause extensive dam-
brication cycle. Current is supplied to the timer
age to the pump.
through the key switch. The ground path is com-
pleted by the normally closed pressure switch (2). If check valve replacement is required, ensure the
valve is installed with the arrow pointed toward the
When the switch opens, current is redirected to the
engine, and NOT toward the pump.
engine cranking motor solenoids (8) for engine
cranking.
Timer Solenoid
Inspect timer solenoid for physical damage and to
verify wiring is in good condition.
DO NOT Attempt to jump start the truck using the

terminals on the timer solenoid. INTERNAL DAM-
AGE TO TIMER WILL RESULT.

TROUBLESHOOTING PRELUBE CRANKING MOTOR CIRCUIT
Two distinct phases are involved in a complete prelubrication cycle. The two phases are:
1. Prelubrication Phase- Begins when the key switch is held in the START position. A circuit is provided to
ground through the normally closed pressure switch. The circuit is interrupted upon opening of the pressure
switch when the prelube pressure reaches 17.2 kPa (2.5 psi).
2. Delay and Crank Phase- Begins when the pressure switch opens. A 3 second delay precedes the crank
mode.
Problem Probable Cause
• Cranking motor prelubricates only. Does not delay Indicates oil pressure is not sufficient to open the pres-
or crank. sure switch.
a. No oil or low oil in engine. The pump can not
build sufficient pressure to open switch.
b. Pump failure.
c. Pressure switch has failed (closed) and is
grounding circuit.
d. Oil pressure switch wire chafed and shorting to
block.
• Cranking motor prelubricates continuously Indicates Prelube Timer Solenoid contacts have
regardless of key switch position. welded.
a. Low voltage can cause relay failure.
b. Jump starting of the vehicle with a voltage that
is higher than was designed for the system,
can cause solenoid contacts to weld.
• Cranking motor delays and cranks. No If an operator indicates the ignition is totally dead,
prelubrication mode. make certain the key is being held in the crank position
for 3 to 4 seconds. If the engine cranks after a short
delay, this indicates that a ground connection to the
pressure switch has been broken. Without a ground
path, the prelubrication unit will proceed to delay and
crank.
a. Check the wire to the pressure switch. If the
wire is removed or cut, replace it.
b. Check the ground strap to engine block. If the
ground strap is missing the block is not
grounded.
c. Check the pressure switch for an open circuit.
Remove the wire, then check for an open cir-
cuit between the switch terminal and the
switch base. If open, replace pressure switch.
• Starting circuit is irregular when in crank mode. a. Check for low or dead batteries.
b. Check alternator output.
c. Check ground connection at “G” terminal of
cranking motor bendix solenoid.
d. Check for defective cranking motor safety
relays.
e. If everything checks OK, replace batteries.
NOTE: Maximum allowable voltage drop is - 2
volts for cranking motor control circuit.

Problem Probable Cause
• Cranking motor has very long prelubrication cycle. Except for severe cold weather starts, the prelube
cycle should not exceed 45 seconds.
a. Low oil pressure.
b. Make sure oil of the proper viscosity is being
used in respect to outside temperature. (Refer
to engine manufacturer's specifications).
c. Check for suction side air leaks, loose con-
nections, cracked fittings, pump casting, or
hose kinks and blockage.
d. Check the oil pressure switch for the correct
location. Be certain that it has not been
moved into a metered oil flow, as in a bypass
filter or governor assembly.
• Cranking motor has no prelubrication, no delay If the cranking motor is totally inoperative and no pre-
and no crank. lubrication, no delay and crank, this indicates a possi-
ble failure of the prelubrication timer solenoid.
Remove the wire from the pressure switch (ground
wire) and activate the key switch for several seconds.
a. If the cranking motor delays - then cranks, the
Prelube Timer Solenoid is bad. Replace the
timer solenoid assembly.
b. If the cranking motor is still inoperative, check
the truck cranking motor switch circuit. Make
sure proper voltage is available to the Prelube
Timer Solenoid when the key is activated.
• Cranking motor prelubricates, delays, then does Indication is either a timer failure, or a cranking motor
not crank. problem.
a. Place a jumper wire to the cranking motor
solenoid “S” post. If the engine starts to crank,
replace the Prelube Timer Solenoid.
b. If the engine fails to crank when the "S" post
is energized with voltage, check out cranking
motor bendix solenoid and cranking motor
pinion drive.

24 VDC ELECTRIC START SYSTEM
CRANKING MOTORS
Operation
Heavy duty batteries supply 24VDC to each of the
two cranking motors through magnetic switches acti-
vated by the key switch on the instrument panel.
Note: When a Komatsu SDA16V160 engine with a
prelube system is installed, there is a delay between
the time the key switch is moved to the START
position, and the cranking motors actuate.
When the key switch is placed in the Start position,
the magnetic switches close, connecting the motor
solenoid “S” terminals to the batteries. When the
solenoid windings are energized, the plunger (56,
Figure 2-6) is pulled in, moving the cranking motor
drive (71) assembly forward in the nose housing to
engage the engine flywheel ring gear. Also, when the
solenoid plunger is pulled in, the main solenoid con-
tacts close to provide current to the motor armature
and cranking takes place. When the engine starts, an
overrunning clutch in the drive assembly protects the
armature from excessive speed until the key switch is
released. When the key switch is released, a return FIGURE 2-4. CRANKING MOTORS
spring causes the drive pinion to disengage. 1. Cap Screws 3. Solenoid
After the engine is running, a normally closed pres- 2. Cranking Motor
sure switch senses engine oil pressure and opens
the electrical circuit to prevent actuation of the
motor(s) after the engine has started.
Removal
Installation
1. Disconnect battery power:
1. Align cranking motor (2, Figure 2-6) housing
a. Open the battery disconnect switch to with the flywheel housing adaptor mounting
remove power from the system. holes and slide into position.
b. Disconnect the negative (-) battery cables 2. Insert cranking motor cap screws (1).
first. 3. Connect marked wires and cables to cranking
c. Disconnect the battery positive (+) battery motor and solenoid terminals.
cables last. 4. Install in the following sequence:
2. Mark wires and cables and remove from crank- a. Connect the battery positive (+) cables first.
ing motor (2, Figure 2-4) and solenoid (3) termi-
nals. b. Connect the battery negative (-) cables.
3. Remove cranking motor mounting cap screws 5. Close the battery disconnect switch.
(1).
4. Remove cranking motor assembly from fly-
wheel housing.

CRANKING MOTOR TROUBLESHOOTING
If the cranking system is not functioning properly,
check the following to determine which part of the
system is at fault:
Batteries -- Verify the condition of the
batteries, cables, connections and charging
circuit.
Wiring -- Inspect all wiring for damage or
loose connections at the key switch,
magnetic switches, solenoids and cranking
motor(s). Clean, repair or tighten as
required.
If the above inspection indicates the cranking motor
motor to be the cause of the problem, remove the
motor and perform the following tests prior to disas-
sembly to determine the condition of the motor and
solenoid and repairs required.
FIGURE 2-5. NO-LOAD TEST CIRCUIT
Preliminary Inspection
1. Check the cranking motor to be certain the
armature turns freely.
a. Insert a flat blade screwdriver through the
opening in the nose housing.
Do not apply voltages in excess of 20 volts.
b. Pry the pinion gear to be certain the arma- Excessive voltage may cause the armature to
ture can be rotated. throw windings.
2. If the armature does not turn freely, the crank- d. Connect the motor and an ammeter in series
ing motor should be disassembled immediately. with two fully charged 12 volt batteries.
3. If the armature can be rotated, perform the No-
e. Connect a switch in the open position from
Load Test before disassembly.
the solenoid battery terminal to the solenoid
No-Load Test switch terminal.
2. Close the switch and compare the RPM, cur-
Refer to Figure 2-5 for the following test setup. rent, and voltage reading to the following speci-
fications:
RPM: 5500 Minimum to 7500 Maximum
AMPS: 95 Minimum to 120 Maximum
Be certain switch is open before connections or VOLTS: 20 VDC
disconnections are made during the following
procedures.
1. Setup the motor for test as follows:
a. Connect a voltmeter from the motor terminal
to the motor frame.
b. Use an RPM indicator to measure armature
speed.
c. Connect a carbon pile across one battery to
limit battery voltage to 20 VDC.

Interpreting Results of Tests Disassembly
1. Rated current draw and no-load speed indi- The cranking motor should be disassembled only as
cates normal condition of the cranking motor. far as necessary to repair or replace defective parts.
2. Low free speed and high current draw indi- 1. Note the relative position of the solenoid (53,
cates: Figure 2-6), lever housing (78), nose housing
a. Too much friction; tight, dirty, or worn bear- (69), and C.E. frame (1) so the motor can be
ings, bent armature shaft or loose pole reassembled in the same manner.
shoes allowing armature to drag. 2. Disconnect field coil connector (42) from sole-
b. Shorted armature. This can be further noid motor terminal, and lead from solenoid
checked on a growler after disassembly. ground terminal.
3. Remove the brush inspection plug (52), and
c. Grounded armature or fields. Check Further
brush lead screws (15).
after disassembly.
4. Remove the attaching bolts (34) and separate
3. Failure to operate with high current draw indi-
the commutator end frame (1) from the field
cates:
frame (35).
a. A direct ground in the terminal or fields. 5. Separate the nose housing (69) and field frame
b. “Frozen” bearings (this should have been (35) from lever housing (78) by removing
determined by turning the armature by attaching bolts (70).
hand). 6. Remove armature (45) and drive assembly (71)
4. Failure to operate with no current draw indi- from lever housing (78).
cates: 7. Separate solenoid (53) from lever housing by
a. Open field circuit. This can be checked after pulling apart.
disassembly by inspecting internal connec-
tions and tracing circuit with a test lamp.
b. Open armature coils. Inspect the commuta-
tor for badly burned bars after disassembly.
c. Broken brush springs, worn brushes, high
insulation between the commutator bars or
other causes which would prevent good con-
tact between the brushes and commutator.
5. Low no-load speed and low current draw indi-
cates:
a. High internal resistance due to poor connec-
tions, defective leads, dirty commutator and
causes listed under Number 4.
6. High free speed and high current draw indicates
shorted fields. If shorted fields are suspected,
replace the field coil assembly and check for
improved performance.

1. The drive (71), armature (45) and fields (46) FIGURE 2-6. CRANKING MOTOR ASSEMBLY
should not be cleaned in any degreasing tank,
or with grease dissolving solvents, since these 1. C.E. Frame 51. O-ring
would dissolve the lubricant in the drive and 2. Washers 52. Inspection Plug
damage the insulation in the armature and field 3. O-Rings 53. Solenoid Housing
coils. 4. Insulator 54. Lockwasher
5. Support Plate 55. Screw
2. All parts except the drive should be cleaned
6. Brush Plate Insulator 56. Plunger
with mineral spirits and a clean cloth.
7. Washers 57. Washer
3. If the commutator is dirty, it may be cleaned 8. Plate & Stud 58. Boot
with No. 00 sandpaper. 9. Plate 59. Washer
NOTE: Never use emery cloth to clean commutator. 10. Brush Holder 60. Spring
11. Lockwasher 61. Retainer
4. Inspect the brushes (13, Figure 2-6) for wear.
12. Screw 62. Snap Ring
a. If worn excessively when compared with a 13. Brush (12 required) 63. Shift Lever
new brush, they should be replaced. 14. Lockwasher 64. Nut
b. Make sure the brush holders (10) are clean 15. Screw 65. O-Ring
and the brushes are not binding in the hold- 16. Brush Spring 66. O-Ring
ers. 17. Screw 67. Snap Ring
18. Screw 68. Lever Shaft
c. The full brush surface should ride on the 19. Screw 69. Drive Housing
commutator. Check by hand to insure that 20. Lockwashers 70. Screw
the brush springs (16) are giving firm contact 21. {;ate 71. Drive Assembly
between the brushes (13) and commutator. 22. Brush Holder Insu- 72. Gasket
d. If the springs (16) are distorted or discolored, lator 73. Plug
they should be replaced. 23. Screw 74. Gasket
24. Lockwasher 75. Brake Washer
25. Washer 76. Screw
26. O-Ring 77. Lockwasher
27. Bushing 78. Lever Housing
28. Insulator 79. Washer
29. Washer 80. O-Ring
30. Lockwasher
31. Nut
32. Nut
33. Lockwasher
34. Screw
35. Field Frame
36. Stud Terminal
37. Bushing
38. Gasket
39. Washers
40. Washers
41. Nut
42. Connector
43. Lockwasher
44. Nut
45. Armature
46. Field Coil
47. Shoe
48. Insulator
49. Screw
50. Washer

FIGURE 2-6 CRANKING MOTOR ASSEMBLY

Armature Servicing 3. Grounds in the armature can be detected by the
use of a 110-volt test lamp and test points. If the
If the armature commutator is worn, dirty, out of
lamp lights when one test point is placed on the
round, or has high insulation, the armature (45, Fig-
commutator with the other point on the core or
ure 2-6) should be put on a lathe and the commutator
shaft, the armature is grounded. Grounds occur
turned down. The insulation should then be undercut
as a result of insulation failure which is often
0.79 mm (0.031 in.) wide and 0.79 mm (0.031 in.)
brought about by overheating of the cranking
deep, and the slots cleaned out to remove any trace
motor produced by excessively long cranking
of dirt or copper dust. As a final step in this proce-
periods or by accumulation of brush dust
dure, the commutator should be sanded lightly with
between the commutator bars and the steel
No. 00 sandpaper to remove any burrs left as a result
commutator ring.
of the undercutting procedure.
The armature should be checked for opens, short cir-
cuits and grounds as follows: Field Coil Checks
1. Opens are usually caused by excessively long
The field coils (46, Figure 2-6) can be checked for
cranking periods. The most likely place for an
grounds and opens by using a test lamp.
open to occur is at the commutator riser bars.
Inspect the points where the conductors are 1. Grounds - The ground connections must be
joined to the commutator bars for loose connec- disconnected during this check. Connect one
tions. Poor connections cause arcing and burn- lead of the 110 volt test lamp to the field frame
ing of the commutator as the cranking motor is (35) and the other lead to the field connector
used. If the bars are not too badly burned, (42). If the lamp lights, at least one field coil is
repair can often be effected by resoldering or grounded and must be repaired or replaced.
welding the leads in the riser bars (using rosin 2. Opens - Connect test lamp leads to ends of
flux), and turning down the commutator in a field coils (46). If lamp does not light, the field
lathe to remove the burned material. The insula- coils are open.
tion should then be undercut.
2. Short circuits in the armature are located by use
of a growler. When the armature is revolved in Field Coil Removal
the growler with a steel strip such as a hacksaw
blade held above it, the blade will vibrate above Field coils can be removed from the field frame
the area of the armature core in which the short assembly by using a pole shoe screwdriver. A pole
circuit is located. Shorts between bars are shoe spreader should also be used to prevent distor-
sometimes produced by brush dust or copper tion of the field frame. Careful installation of the field
between the bars. These shorts can be elimi- coils is necessary to prevent shorting or grounding of
nated by cleaning out the slots. the field coils as the pole shoes are tightened into
place. Where the pole shoe has a long lip on one
side and a short lip on the other, the long lip should
be assembled in the direction of armature rotation so
it becomes the trailing (not leading) edge of the pole
shoe.

5. To check for grounds, move battery lead from
“G” (Figure 2-8) and from “MTR” (Figure 2-9) to
the solenoid case. Ammeter should read zero. If
not, the winding is grounded.
FIGURE 2-7. SIMPLIFIED SOLENOID CIRCUIT
SOLENOID CHECKS
A basic solenoid circuit is shown in Figure 2-7. Sole-
noids can be checked electrically using the following
procedure.
Test
1. With all leads disconnected from the solenoid,
make test connections as shown to the sole- FIGURE 2-8. SOLENOID HOLD-IN WINDING TEST
noid, switch terminal and to the second switch
terminal “G”, to check the hold-in winding (Fig-
ure 2-8).
2. Use the carbon pile to decrease the battery volt-
age to 20 volts. Close the switch and read cur-
rent.
The ammeter should read 6.8 amps
maximum.
3. To check the pull-in winding, connect from the
solenoid switch terminal “S” to the solenoid
motor “M” or “MTR” terminal (Figure 2-9).
To prevent overheating, do not leave the pull-in

winding energized more than 15 seconds. The
current draw will decrease as the winding tem-
perature increases.
4. Use the carbon pile to decrease the battery volt-
age to 5 volts. Close the switch and read cur-
rent.
The ammeter should read 9.0 to 11.5
amps.
FIGURE 2-9. SOLENOID PULL-IN WINDING
NOTE: High readings indicate a shorted winding. TEST
Low readings indicate excessive resistance.

Assembly
Lubricate all bearings, wicks and oil reservoirs with
SAE No. 20 oil during assembly.
Bearing Replacement:
1. If any of the bronze bearings are to be replaced,
dip each bearing in SAE No. 20 oil before
pressing into place.
2. Install wick, soaked in oil, prior to installing
bearings.
3. Do not attempt to drill or ream sintered bear-
ings. These bearings are supplied to size. If
drilled or reamed, the I.D. will be too large and
the bearing pores will seal over.
4. Do not cross-drill bearings. Because the bear-
ing is so highly porous, oil from the wick touch-
ing the outside bearing surface will bleed
through and provide adequate lubrication.
5. The middle bearing is a support bearing used to
prevent armature deflection during cranking.
The clearance between this bearing and the
armature shaft is large compared to the end
frame bearings.
Motor Assembly:
1. Install the end frame (with brushes) onto the
field frame as follows:
FIGURE 2-10. PINION CLEARANCE CHECK
a. Insert the armature (45, Figure 2-6) into the CIRCUIT
field frame (35). Pull the armature out of the
field frame just far enough to permit the
brushes to be placed over the commutator.
b. Place the end frame (1) on the armature
shaft. Slide end frame and armature into 5. Using a new gasket (72), install drive housing
place against the field frame. (69) and secure with screws (70).
c. Insert screws (34) and washers (33) and 6. Assemble field coil connector (42) to solenoid.
tighten securely. 7. Adjust pinion clearance per instructions on the
2. Assemble lever (63) into lever housing (78) If following page.
removed. 8. After pinion clearance has been adjusted, install
3. Place washer (79) on armature shaft and install gasket (74) and plug (73).
new O-ring (80). Position drive assembly (71) in
lever (63) in lever housing. Apply a light coat of
lubricant (Delco Remy Part No. 1960954) on
washer (75) and install over armature shaft.
Align lever housing with field frame and slide
assembly over armature shaft. Secure with
screws (76) and washers (77).
4. Assemble and install solenoid assembly
through lever housing and attach to field frame.
Install nut (64) but do not tighten at this time.
Install brush inspection plugs (52).

MAGNETIC SWITCH
The magnetic switch is a sealed unit and not repair-
able.
FIGURE 2-11. CHECKING PINION CLEARANCE
FIGURE 2-12. MAGNETIC SWITCH ASSEMBLY
Pinion Clearance Removal

To adjust pinion clearance, follow the steps listed 1. Remove battery power as described in Crank-
below. ing Motor Removal.
1. Make connections as shown in Figure 2-10. 2. Disconnect cables from the switch terminals
and wires from coil terminals (Figure 2-12).
2. Momentarily flash a jumper lead from terminal
“G” to terminal “MTR”. The drive will now shift NOTE: If the magnetic switch being removed has a
into cranking position and remain so until the diode across the coil terminals, mark the leads prior
batteries are disconnected. to removal to ensure correct polarity during
3. Push the pinion or drive back towards the com- installation.
mutator end to eliminate slack movement. 3. Remove mounting cap screws and washers.
4. The distance between the drive pinion and Remove switch from mounting bracket.
housing should be between 8.3 mm to 9.9 mm 4. The switch coil circuit can be tested as
(0.330 to 0.390 in.) as shown in Figure 2-13. described below.
5. Adjust clearance by turning shaft nut (64, Fig-
Installation
ure 2-6).
1. Attach magnetic switch to the mounting bracket
using the cap screws and lockwashers removed
previously.
2. Inspect cables and switch terminals. Clean as
required and install cables.
3. Install the diode across the coil terminals. Be
certain diode polarity is correct. Attach wires
from the truck harness to the coil terminals (See
Figure 2-5).
4. Connect battery power as described in Crank-
ing Motor “Installation”.

Coil Test
1. Using an ohmmeter, measure the coil resis-
tance across the coil terminals.
a. The coil should read approximately 28Ω at
72°F (22.2° C).
b. If the ohmmeter reads ∞, the coil is open
and the switch must be replaced.
c. If the ohmmeter reads 0 Ω, the coil is shorted
and the switch must be replaced.
2. Place one of the ohmmeter probes on a coil ter-
minal and another on the switch mounting
bracket. If the meter displays any resistance
reading, the coil is grounded and the switch
must be replaced.
3. The ohmmeter should display when the probes
are placed across the switch terminals.
NOTE: The switch terminals should show continuity
when 24 VDC is applied to the coil terminals,
however high resistance across the internal switch
contacts due to arcing etc. could prevent the switch
from delivering adequate current to the cranking
motor. If the coil tests are satisfactory but the switch
is still suspect, it should be replaced with a new part.

SECTION D3
24VDC ELECTRICAL SYSTEM COMPONENTS
INDEX
24 VDC ELECTRICAL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
TRUCK SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
BRAKE WARNING BUZZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
AUXILIARY CONTROL CABINET COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Power Distribution Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
Engine Starter Failure Delay Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-3
5 Minute Idle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Pulse Voltage Modulator (PMV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Control Power Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Auto Lube Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-4
Diode Board - DB1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Fuse Blocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Alarm Indicating Device (AID) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Diode Matrix (With Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Diode Matrix (Without Sound) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Hot Switch Inverter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-8
Hot Switch Inverter (Not Used) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
Temperature and Latch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-9
RELAY BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Boards RB1, RB3, RB4, RB5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-10
Relay Board RB6, RB7, RB8, RB9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-11
Relay Board Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-13
D03036 10/06 24VDC Electrical System Components D3-1

BODY-UP SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
HOIST LIMIT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-16
FUSE BLOCK CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-17
CIRCUIT BREAKER CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-19
D3-2 24VDC Electrical System Components 10/06 D03036

24 VDC ELECTRICAL SYSTEM COMPONENTS
AUXILIARY CONTROL CABINET COMPO-
NENTS
The following 24VDC electrical system components
are located in the auxiliary control cabinet, which is
mounted on the left side of the main control cabinet
Do not attempt repairs until the truck is properly
behind the cab. The auxiliary control cabinet houses
shut down. Dangerous voltage levels are present
various components for the 24VDC circuits, engine
in the propulsion system while the engine is run-
related devices, and terminal strips that connect
ning and for a period of time after shutdown.
truck wiring harnesses with the main control cabinet
Refer to the Index in Section D for additional
and cab.
warnings.
The following information describes the components
TRUCK SHUTDOWN PROCEDURE in the auxiliary control cabinet and their operation.
1. Reduce the engine speed to idle. Move the Additional detailed information for operation and trou-
directional control lever in PARK. Make sure bleshooting procedures not included below can be
that the parking brake applied indicator light in found in Section E, Electrical Propulsion System, the
the overhead panel is illuminated. engine manufacturer's service publications, and the
appropriate GE publications. The electrical schemat-
2. Place the drive system in the rest mode by turn-
ics in Section R should be used when troubleshoot-
ing the rest switch on the instrument panel ON.
ing problems with the following 24VDC electrical
Ensure that the rest mode indicator light is illu-
system components.
minated.
3. Stop the engine using the key switch. If, for
some reason the engine does not stop, use the
Power Distribution Terminals
stop switch on the center console.
4. Verify the link voltage lights on the electrical 24VDC terminal (1, Figure 3-1) and 12VDC terminal
cabinet and next to the DID panel in the cab are (2) are mounted on the left wall of the cabinet. These
OFF. If they remain on longer than 5 minutes terminals distribute battery voltage and 12VDC for
after shutdown, the propulsion system must be devices requiring reduced voltage. The 24VDC termi-
inspected by a technician trained to investigate nal is a convenient test point for measuring battery
the cause. voltage during troubleshooting procedures.
5. Place the GF cutout switch in the CUTOUT
position throughout test and troubleshooting
procedures. Engine Starter Failure Delay Timer
6. Verify that the steering accumulators have bled Engine starter failure delay timer (3) is used in the
down by attempting to turn the steering wheel. circuitry which detects a failure of one of the two
starter motors. This circuit provides a warning to the
operator if either starter does not energize for at least
BRAKE WARNING BUZZER 2 seconds when engine starting is first attempted, or
if either starter stops operating during the engine
The brake warning buzzer provides an audible alarm starting process.
for the operator if a malfunction occurs in the hydrau-
lic service brake system. This buzzer is located
inside the radio module in the overhead panel. Refer
to Section J for additional details.

5 Minute Idle Timer Test the 5 minute idle timer circuits as follows:
5 minute idle timer (4) is activated when the operator 1. With the key switch ON, press the engine shut-
presses the 5 minute idle timer engine shutdown down switch firmly to the momentary position
switch on the instrument panel. (This is a momentary and release (switch will return to the ON posi-
switch that also latches the 5 minute idle timer in the tion).
energized position.) When the timer is energized, 2. Turn the key switch OFF and verify the follow-
internal contacts close and energize the relay. ing:
The 5 minute idle timer circuit automatically provides Circuit 712 (to ground) remains 24 volts for
approximately five minutes of engine idle time before approximately 5 minutes. After 5 minutes,
actual engine shutdown occurs. This system allows the voltage drops to 0.
the engine cooling system to circulate coolant to
reduce and stabilize engine component tempera- The 5 minute idle indicator lamp on the
overhead display is ON when circuit 712
tures, when engine power requirements are minimal,
reads 24 volts.
resulting in extended engine life.
3. Repeat Step 1. While monitoring voltage at cir-
The circuit is controlled by a 3-position rocker switch. cuit 712, turn the key switch OFF. Turn the
Pressing the bottom of the switch will turn the circuit engine shutdown switch off.
OFF. The engine will shut down by use of the key
switch, console mounted engine shutdown switch, or Verify that the voltage at circuit 712 drops
to 0 when the shutdown switch is turned to
the ground level shutdown switch.
OFF.
With the rocker switch in the middle position, the cir-
cuit is ON, but does not activate the 5 minute idle
timer circuit. The engine can be shut down immedi- Pulse Voltage Modulator (PMV)
ately using any one of the three switches described
above. The Pulse Voltage Modulator (6) receives a load
curve signal from the engine controls and converts it
When the top of the switch is depressed and held to a 0 to 10 volt signal for use by a PSC card in the
momentarily, the idle timer circuit is activated. When Integrated Control Panel (ICP).
released, the switch will return to the ON (middle)
position, and the 5 minute idle timer circuit is latched
on through the switch. The 5 minute idle timer indica-
Control Power Relay
tor lamp on the overhead display will also illuminate.
The engine will not shut down with the key switch. Control power relay (8) is energized when the control
Moving the key switch to the OFF position, will cause power switch, located in the main control cabinet, is
the engine to shut down after the 5 minute time delay turned ON. This relay isolates the GE control power
is completed. The normal shutdown sequence will from the truck circuits and provides power to non-
then occur. propulsion system 24VDC components.
However, if during the 5 minute idle timing sequence,
the 5 minute delay switch on the instrument panel is
pressed to the OFF position, the center console Auto Lube Timer
engine shutdown switch is depressed, or the ground
The automatic lubrication system lubrication interval
level shutdown switch is activated, the engine will
is controlled by auto lube timer (9). Lubrication cycle
shut down immediately, followed by the normal shut-
frequency can be adjusted by removing the timer
down of all systems.
cover and selecting one of five different timing inter-
vals available. System “on” time is automatically
determined by the timer and is not adjustable. Refer
to Section P for additional automatic lubrication sys-
tem details.

FIGURE 3-1. AUXILIARY CONTROL CABINET - LEFT WALL
1. 24VDC Terminal 7. 12V Power Relay 13. Relay Board - RB5
2. 12VDC Terminal 8. Control Power Relay 14. Relay Board - RB6
3. Engine Starter Failure Delay Timer 9. Auto Lube Timer 15. Relay Board - RB7
4. 5 Minute Idle Timer 10. Relay Board - RB1 16. Relay Board - RB8
5. Key Switch Power Relay 11. Relay Board - RB3 17. Relay Board - RB9
6. Pulse Voltage Modulator (PVM) 12. Relay Board - RB4 18. Diode Board - DB1
NOTE: For more information about relay boards RB1 through RB9, refer to Relay Boards later in this section.

Diode Board - DB1 If a diode failure is suspected, remove and check the
diode as follows:
Diode board (18, Figure 3-1) contains 24 replaceable
diodes that are mounted on a plug-in connector for 1. Grasp the diode connector, compressing the
easy replacement. Some of the diodes are used in locking “ears” while pulling the connector off the
the coil circuit of various relays to suppress the board. Note the connector “key” used to ensure
resultant coil voltage spike when power is removed correct polarity.
from the circuit, preventing damage to other circuit NOTE: Some digital multimeters are designed to test
components (lamp filaments, etc.). Other diodes are diodes. If this type is used, follow the manufacturer's
used to control the flow of current in a circuit as instructions for proper test.
required. Resistors or diodes may also be installed in
sockets P7 through P12. 2. An analog ohmmeter can be used to test the
diode as follows:
Refer to the electrical schematic in Section R of this
a. Place the meter on the “X100” scale.
manual for specific circuits.
b. With the red meter lead (+) on the banded
end of the diode and the black lead (-) on the
other diode lead, the meter should read
between 1000 and 2000 ohms.
c. Reverse the meter leads and read infinite
resistance.
3. If no resistance is read on the meter, the diode
is open and must be replaced.
4. If the meter reads zero ohms, the diode is
shorted and must be replaced.
5. Orient the diode assembly for proper polarity
(“key” noted in step 1.) and insert connector
until locked in position on mating receptacle.
FIGURE 3-2. DIODE BOARD
1. Mounting Rail 5. Foam Block
2. Screw 6. Board
3. Nut 7. Diode
4. Mounting Plate

Fuse Blocks Alarm Indicating Device (AID) System
Four fuse blocks (1, Figure 3-3) contain fuses that Alarm indicating device (AID) module (1, Figure 3-4
protect various circuits on the truck. Always replace a is connected to the electrical accessories circuits to
blown fuse with a new one of the same rating. For a provide the operator with a warning indication of a
listing of fuse sizes and circuits, refer to the Fuse malfunction. This system consists of up to eight
Blocks charts at the end of this section. printed circuit cards located in the auxiliary control
cabinet. The actual quantity of cards will depend on
the that are options installed on the truck.
FIGURE 3-3. AUXILIARY CONTROL CABINET -

FRONT VIEW FIGURE 3-4. AUXILIARY CONTROL CABINET -
1. Fuse Blocks RIGHT WALL
1. AID Module

The AID system enables the indicating lights to be The following briefly describe each card and its func-
flashing or constant. The AID also has the capability tion. Refer to Section R, Schematics, for the circuit
of operating an audible alarm along with the light. components described below.
The eight printed circuit cards are:
Diode Matrix (With Sound)
• Diode Matrix (With Sound) Card (Slot 1)
• Diode Matrix (Without Sound) Card (Slot 2) The diode matrix with sound card works very much
like the other diode matrix card, except that it con-
• Hot Switch Inverter Card (Slot 3)
tains extra diodes to activate the alarm horn in addi-
• Hot Switch Inverter Card (Slot 4) (Not Used) tion to the flasher. The circuits connected to
• Temperature Card (Slot 5) (Optional) terminals A1 through A8 operate in the same man-
• Oil Level Card (Slot 6) (Optional) ner.
• Temperature and Latch Card (Slot 7) All of the card circuits are connected to the lamp test
• Coolant Level and Flasher Card (Slot 8) switch on the overhead display area. In normal oper-
ation, these circuits are open and not functional.
NOTE: Each card is identified with a number which When the operator pushes the lamp test switch, it
corresponds to a mating number on the housing. If activates all the indicator circuits by grounding them.
any cards are removed, make sure that the card This is used to verify that all lamps are functional.
numbers correspond with the housing numbers
during installation See Figure 3-5. Diode Matrix (Without Sound)
The diode matrix without sound card consists of a
series of diodes capable of working with eight differ-
ent indicator circuits. The indicator light can be a
flashing light by connecting it to the 12F circuit or a
steady light by connecting it to the 12M circuit. In
addition, some of the indicator light circuits are
routed through a dimmer module to allow the opera-
tor to vary the intensity of the lamps. These lamps
are fed by circuits 12FD (flashing) and 12MD
(steady).
When an indicator circuit is not activated, there is no
ground circuit for the bulb. When the indicator detect-
ing switch activates the circuit, it grounds the lamp
and the flasher circuit through the diodes. Any cir-
cuits connected to terminals C1 through C8 will oper-
ate in the same manner. The alarm horn is not
activated by this card.
Hot Switch Inverter

The hot switch inverter card is used to operate and
test the service brake indicator light. In normal condi-
tions Q4 transistor is off and the Indicator Light is off.
When the stoplight switch is activated, 24 volts is
sent to pin “E” of the hot switch inverter card. Tran-
FIGURE 3-5. AID SYSTEM CARD ENCLOSURE sistor Q4 is turned on by this voltage and, in turn,
grounds the service brake indicator light. There is no
1. Diode Matrix With Sound alarm horn operation with this card.
2. Diode Matrix Without Sound
3. Hot Switch Inverter A second circuit on this card is used to operate and
4. Hot Switch Inverter (Not Used) test the retard speed control indicator light. When
5. Temperature & Latch RSC is turned OFF, transistor Q7 is off and the indi-
6. Coolant Level & Flasher cator light is off. When RSC is turned on, 24 volts is
sent to pin “J” of the card. This voltage turns on Q7,
grounding the indicator light circuit.

Hot Switch Inverter (Not Used) Coolant Level & Flasher
The optional oil level card is used to turn on the low The coolant level and flasher card contains two sepa-
oil level indicator light to warn the operator that the rate circuits. The flasher circuit at the top of the card
engine oil/hydraulic tank oil level is below acceptable has Q12 transistor biased to be saturated when no
levels. The oil float is connected to a variable resis- malfunction is present, resulting in 24 volt positive
tor. As the oil level decreases, the resistance goes output on pin “H” of the card and on wire 12F. When
down, causing Q3 to turn on and grounding the indi- an indicating circuit is activated, the ground side of
cator light and alarm horn. the circuit connected to card pin “K” is grounded.
Q12 will turn off initially and then after a delay,
The optional temperature card is used to turn on the adjusted by R20, will turn on and off to give the inter-
high oil temperature indicator light. The indicator light mittent 24 volt output.
tells the operator hydraulic tank oil temperature has
exceeded acceptable levels. Normal temperature The other half of the circuitry on the coolant level and
setting is 121°C (250°F). As the temperature goes flasher card operates the coolant level light. The
up, the resistance in the probe decreases providing a water level probe connected to terminal B11 grounds
ground path for the indicator light and alarm horn. the 31L circuit when the coolant in the radiator is
above the probe position. The coolant saturates the
Temperature and Latch probe and electrically grounds the circuit. When the
The temperature and latch card has two circuits to circuit is grounded, Q6 transistor is off, resulting in no
operate two different indicator lights. The tempera- indication. When the coolant level drops below the
ture circuit is controlled by a coolant temperature probe, 31L is no longer grounded and Q6 turns on to
sensor which decreases electrical resistance as its ground the flasher through D5, the coolant level light
temperature increases. It will have a resistance of through terminal D11, and the alarm horn through
approximately 1000 ohms at 85°C (185°F) and 500 D6. The light and alarm horn will operate intermit-
ohms at 121°C (250°F). The normal setting is 96°C tently as their 24 volt supply is from circuit 12F, the
(204°F). flasher output.
When the temperature is low and the resistance is NOTE: Some electronic engine controls monitor
high, Q1 is off and no high temperature indication coolant level. If the engine controls monitor the
occurs. When the coolant temperature is excessive, circuit, a 2KΩ resistor is installed to replace the
resistance decreases to a point where Q1 will turn on probe and disable the AID system circuit.
and ground the flasher through D8, the alarm horn
through D12, and the high temperature light through
terminal D8. R14 can adjust the temperature (resis-
tance) at which the circuit is activated.
NOTE: Some electronic engine controls monitor
coolant temperature. If the engine controls monitor
the circuit, a 2K ohm resistor is installed to replace
the temperature sensor and disable the AID system
circuit.
The latch circuit monitors the accumulator precharge
pressure switches. When one of the pressure
switches closes, Q5, which supplies power to the
gate of SCR Q7, will be turned off. With Q7 turned
on, Q9 will supply the ground path to turn on the low
accumulator precharge indicator light and sound the
alarm horn. The indicator light is connected to 12F
and will flash off and on. The SCR will remain on until
power is removed from the card by turning the key
switch OFF.

RELAY BOARDS Relay Boards RB1, RB3, RB4, RB5
The auxiliary control cabinet contains eight relay Each relay board of this type is equipped with four
boards to provide control for many of the 24VDC cir- green lights (9, Figure 3-6) and one red “breaker
cuits. Two types of boards are used. One type of open” light (7). Each relay board has a fifth green (8)
board contains circuit breakers in addition to 24VDC light that has a different function on each board.
relays and a PC board for special functions. The sec-
Four green lights (9) are labeled K1, K2, K3, or K4.
ond type of board contains relays only.
These lights will be on only when that particular con-
All relays are interchangeable. The circuit breakers trol circuit has been switched ON and the relay coil is
are interchangeable, providing that the circuit being energized. The light will not turn on if the relay
breaker capacity is the same. board does not receive the 24 volt signal to turn on a
component.
If illuminated, red “breaker open” light (7) indicates
that a circuit breaker on that relay board is in the OFF
Do not interchange or replace any circuit breaker position. A light on the overhead display panel will
with one of a different capacity than specified for also illuminate, informing the operator that a circuit
the circuit. Serious damage or a fire may result if breaker is in the OFF position. The red “breaker
the wrong capacity breaker is used. open” light will turn ON whenever there is a voltage
difference across the two terminals of a circuit
breaker.
The relay boards are identified as follows: If a control switch has been turned ON and a green
• Relay Board 1 . . . . . . .Clearance/Turn Signal (K) light is on, but that component is not operating,
check the following on the relay board for that circuit:
• Relay Board 3 . . . . . . .Stop, Retard, Backup
. . . . . . . . . . . . . . .Lights If a circuit breaker light is on, press all the
circuit breakers to make sure that they are
• Relay Board 4 . . . . . . .Parking Brake, Horn,
all on. There is no visual indication as to
Body-up, Engine Cranking which circuit breaker has been tripped.
• Relay Board 5 . . . . . . .Head Lights Check the operation of the component. If it
• Relay Board 6 . . . . . . .Backup Lights & Horn trips again, check the wiring or component
. . . . . . . . . . . . . . .Engine Functions, for the cause of the overload.
. . . . . . . . . . . . . . .Ether Start, The contacts inside the relay may not be
. . . . . . . . . . . . . . .5 Minute Idle System closing, or the contacts may be open,
• Relay Board 7 . . . . . . .Auto Lube System, preventing an electrical connection. Swap
relays and check again. Replace defective
. . . . . . . . . . . . . . .Starter Failure System
relays. Relays may take one minute to trip
. . . . . . . . . . . . . . .Bleeddown Relay and 30 seconds before they can be reset.
• Relay Board 8 . . . . . . .Mid/Full Load Signals
Check the wiring and all of the connections
. . . . . . . . . . . . . . .Shutters, between the relay board and the
. . . . . . . . . . . . . . .Load Light Power component for an open circuit.
. . . . . . . . . . . . . . .Red, Yellow & Green PLM
The component may be defective. Replace
. . . . . . . . . . . . . . .Lights the component.
• Relay Board 9 . . . . . . .Park Brake Off Signal,
There is a poor ground at the component.
. . . . . . . . . . . . . . .Engine Start Repair the ground connection.
. . . . . . . . . . . . . . .Start Lockout
. . . . . . . . . . . . . . .Engine Start
Refer to Figure 3-1 for the location of each relay
board. Refer to the Circuit Breakers chart at the end
of this section for electrical circuit identification num-
bers.

Relay Board RB6, RB7, RB8, RB9 To replace a circuit breaker:
Relay boards 6, 7,8 and 9 (Figure 3-7) do not contain NOTE: Always replace a circuit breaker with one of
circuit breakers or modular cards. Additional circuits the same amperage capacity as the one being
may be added by utilizing a spare relay socket as removed.
described below: 1. Activate the battery disconnect switches.
The control circuit for the relays are the “+” and “-” 2. Unplug all wiring harnesses from the relay
terminals: board. Remove the four relay board mounting
• “+” terminal is for positive voltage. screws. Remove the relay board from the truck.
• “-” terminal is for grounding of the control circuit. 3. Remove four hold down screws (2, Figure 3-6)
• Either circuit can be switched “open” or “closed” to (one in each corner) in the circuit breaker cover
control the position of the relay. plate. Remove two screws (6) and card (5).
The terminals of the switched circuit from the relay 4. Remove the nuts on the wire terminal leads on
contacts are labeled as follows: the circuit breaker to be replaced. Remove
mounting screws on circuit breaker to be
• NC - Normally Closed
replaced.
• COM - Common
5. Lift out circuit breaker. Retain flat washers from
• NO - Normally Open wire terminals.
COM terminal is for the voltage source 6. Install new circuit breaker of the same capacity
(protected by a circuit breaker) coming into rating as the one removed. Install one nut and
the relay which will supply the electrical two flat washers for each wire connection to the
power for the component being controlled. new circuit breaker.
NC terminal is connected (through the 7. Install cover plate and all screws removed dur-
relay) to the “COM” terminal when the relay ing disassembly.
is not energized (when the control circuit
terminals “+” & “-”) are not activated). 8. Carefully install card (5) with screws (6).
9. Install relay board in truck and connect all wiring
NO terminal is connected (through the
relay) to the “COM” terminal when the relay harnesses.
is energized (by the control circuits “+” & “-
”) being energized).
To replace a circuit panel card:
NOTE: DO NOT remove the small screws that hold
Service the cover plate to the circuit panel. Replace circuit
panel as a complete assembly.
To replace a relay:
1. Place battery disconnect switches in the OFF
NOTE: The relays are labelled to identify the
position.
applicable circuits and components Also, refer to the
Fuse Blocks charts at the end of this section. 2. Remove the two mounting screws (6, Figure 3-
6) and carefully remove the circuit panel card
1. Remove one screw (10, Figure 3-6) holding the from the relay board.
crossbar in place and loosen the other screw.
3. Line up the new circuit panel in slots and with
2. Swing the crossbar away. the socket on the relay board and install care-
3. Gently wiggle and pull outward to remove relay fully.
(11). 4. Install two mounting screws (6).
4. Line up the tabs and install a new relay.
5. Place the crossbar in its original position and
install screw (10). Tighten both screws.

1. Relay Board
2. Screw
3. Screw
4. Circuit Breaker
5. Circuit Panel Card
6. Screw
7. Breaker Open Light (RED)
8. Bleed Down Light (GREEN)
(Relay Board 4 Only)
9. K1, K2, K3, K4 Lights
(GREEN)
10. Screw
11. Relay
12. Circuit Harness Connector
FIGURE 3-6. TYPICAL RELAY BOARDS - RB1, RB3, RB4, RB5

Relay Board Functions Relay Board 4 (RB4)
The following describes the components and func- 1 - Steering Pressure Bleed Down Timer Module
tions of each relay board. card
1 - Bleed Down Light (Green): This light is
illuminated when the bleeddown solenoid is
Relay Board 1 (RB1) being energized. The bleeddown timer will
1 - Flasher Power Light (Green): This light will be energize the solenoid for 90 seconds after the
illuminated when the turn signals or hazard key switch is turned OFF.
lights are activated. 3 - 12.5 amp circuit breakers (CB20, CB21, CB22)
1 light will be illuminated during right turn 4 - Relays
signal operation
Parking Brake Failure Relay (K1)
2 light will be illuminated during left turn
signal operation Engine Cranking Oil Pressure Interlock
Relay (K2)
3 light will be illuminated when clearance
lights are activated. Horn Relay (K3)
4 light will be flashing when the turn signals Body Up Relay (K4)
or hazard lights are in operation.
NOTE: If circuit breakers (CB13 & CB15) are in the
off position, no warning will be noticed until the Relay Board 5 (RB5)
clearance light switch is turned ON. 1 - Light Display Module card
1 - Flasher Module card 1 - Lights Control Light (Green): This light is
2 - 12.5 amp circuit breakers (CB13, CB14, CB15) illuminated when 24 volts is being supplied to
the battery terminal of the light switch.
4 - Relays
5 - 12.5 amp circuit breakers
Right Turn Light Relay (K1) (CB23, CB24, CB25, CB26, CB27)
Left Turn Light Relay (K2) 4 - Relays
Clearance Lights Relay (K3) Left Low Beam Relay (K1)
Flasher Relay (K4)
Right Low Beam Relay (K2)
Left High Beam Relay (K3)
Relay Board 3 (RB3) Right High Beam Relay (K4)
1 - Light Module Display card
1 - Rev Light (Green): This light is illuminated
whenever the directional control lever is in the
REVERSE position and the key switch is in the
ON position.
4 - 12.5 amp circuit breakers
(CB16, CB17, CB18, CB19)
4 - Relays
Manual Backup Lights Relay (K1)
Stop Lights Relay (K2)
Retard Lights Relay (K3)
Backup Lights & Horn Relay(K4)

Relay Board 6 (RB6)
The following relays are installed on RB6:
Backup Lights & Horn Relay (K1)
Engine Run/Ignition Relay (K2)
Spare Relay (K3)
Spare Relay (K4)
Ether Start Relay (K5)
5 Minute Idle System (K6)
FIGURE 3-7. AUXILIARY RELAY BOARD -

Relay Board 7 (RB7) RB6, RB7, RB8
The following relays are installed on RB7: 1. Circuit Board 5. Mounting Plate
2. Mounting Rail 6. Foam Block
Starter Motor Failure #2 Relay (K1) 3. Screw 7. Relay
Starter Motor Failure Relay (K2) 4. Nut
Starter Motor Failure Relay (K3)
Starter Motor Failure #1 Relay (K4)
Relay Board 9 (RB9)
Auto Lube Solenoid Relay (K5)
The following relays are installed on RB7:
Spare Relay (K6)
Spare Relay (K1)
Bleeddown Relay (K7)
Spare Relay (K2)
Auto Lube Power Relay (K8)
Spare Relay (K3)
Park Brake Off Relay (K4)
Relay Board 8 (RB8) Start Fail (K5)
The following relays are installed on RB8: Engine Start Relay (K6)
Full Load Signal to PSC Relay (K1) Start Lockout Relay (K7)
70% Load Signal to PSC Relay (K2) Engine Start Relay (K8)
Spare or Shutter Relay (K3)
Load Light Power Relay (K4)
Spare or Shutter Relay (K5)
Full Load RED Light (K6)
Partial Load Yellow Light (K7)
Empty Green Light (K8)

BODY-UP SWITCH Adjustment
Body-up switch (3, Figure 3-8) is located inside the Before adjusting the body-up switch, inspect the
right frame rail near the front of the body. It must be body pads for wear and damage. Replace the body
adjusted to specifications to ensure that the proper pads if required. The body must be resting on the
electrical signal is obtained when the body is raised frame in the normal body down position when adjust-
or lowered. The body-up switch is designed to pre- ments are made.
vent propulsion in REVERSE when the dump body is
1. Loosen cap screws (2, Figure 3-8) and adjust
not resting on the frame rails. The switch also pre-
proximity switch bracket (3) to achieve an air
vents forward propulsion with the body up unless the
gap (dimension “A”) of 12.7 to 15.9 mm (0.50 to
override button is depressed and held.
0.62 in.) between the sensing area (cross-
Operation hatched area as marked on the switch) and
actuator arm (4). Tighten the cap screws after
When the body is resting on the frame, actuator arm the adjustment.
(4) causes the electrical contacts in the magnetically 2. If necessary, loosen actuator arm mounting cap
operated switch to close. When the body is raised, screws (5), and position arm until centered over
the arm moves away from the switch, opening the sensing area of switch. Vertical set up dimen-
contacts. The electrical signal is sent to the control sion (“B”) should be 41.5 mm (1.63 in.). Tighten
system and the body-up relay. the cap screws.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may Service
cause false signals or damage to the switch assem- Keep the sensing area clean and free of metallic dust
bly. and other debris that may damage or inhibit opera-
tion of the switch. If the switch is damaged or not
functioning, the switch must be replaced.
1. Switch Mounting Bracket

2. Adjustment Cap Screws
3. Proximity Switch
4. Actuator Arm
5. Adjustment Cap Screws
FIGURE 3-8. BODY-UP SWITCH

HOIST LIMIT SWITCH
Hoist limit switch (5, Figure 3-9) is located inside the
right frame rail above the rear suspension, near the
body pivot pin. The hoist limit switch is designed to
stop the hoist cylinders before they reach full exten-
sion, preventing possible damage to the dump body
or hoist cylinders.
Operation
When the hoist cylinders approach maximum stroke
and the body pivots on the pins, actuator arm (3)
moves close enough to the magnetically-operated
switch to close the electrical contacts. When the con-
tacts close, an electrical signal is sent to the hoist-up
limit solenoid valve, located in the hydraulic brake
cabinet, to prevent further oil flow to the hoist cylin-
ders.
The switch must be properly adjusted at all times.
Improper adjustment or loose mounting bolts may
cause false signals or damage to the switch assem-
bly.
Adjustment
1. Raise the body so that the hoist cylinders are
within 152 mm (6 in.) of maximum travel.
2. Adjust the hoist limit switch to achieve an air
gap (dimension “A”) of 12.70 to 14.30 mm (0.50
to 0.56 in.) between the sensing area and actu-
ator arm (3). Tighten the cap screws.
Service
Keep the sensing area clean and free of metallic dust
and other debris that may damage or inhibit opera-
tion of the switch. If the switch is damaged or not
functioning, the switch must be replaced.
FIGURE 3-9. HOIST LIMIT SWITCH ADJUSTMENT
1. Body 4. Switch Mounting

2. Frame Plate
3. Actuator Arm 5. Hoist Limit Switch

FUSE BLOCK CHARTS
FUSE BLOCK #1
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT
1 15 A/C, Heater Blower Motor 12H
2 15 Windshield Washer / Wiper 63
3 5 Instrument Panel Gauges 712G
4 10 Key Switch Power 712P
5 10 Hoist Limit Solenoid 712H
6 15 Turn Signal / Clearance Lights 712T
7 10 Engine Options 712E
8 10 AID and Indicator Lights 12M
9 5 Engine Start Failure 712SF
10 10 Engine Shutters 712R
11 10 Dome Light Switch 712A
13 10 Radio Memory 65
17 15 Key Switch Supplemental Power 11KS
18 15 Payload Meter Lights 39J
19 5 Payload Meter System 39G
FUSE BLOCK #2
1 15 Service Lights 11SL
2 15 Cab Dome, Fog, Ladder Lights 11L
3 15 Hazard Lights 46
4 10 Interface Module 11INT
5 10 VHMS & Orbcomm Controllers 85
6 20 Modular Mining System 11M
7 15 VHMS & Orbcomm Battery 11DISP
8 15 Headlights 11HDL
9 15 Oil Reserve System Pump 11ORS
10 15 Oil Reserve System Control 11RCNT
11 20 Hydraulic Bleed Down 11BD
12 10 Engine Load 11EM
13 10 Key Switch Power 11KS

FUSE BLOCK #3
1 15 Cab Drive System 71P
2 10 Automatic Lube Pump 68ES
3 15 Interface Module 71IM
4 20 Cab Drive Components 710S
13 10 Right Front Wheel Speed Sensor 15RFWS
14 10 Left Front Wheel Speed Sensor 15LFWS
17 10 Cigarette Lighter 67C
18 20 R.H. Cab Window 67R
19 20 L.H. Cab Window 67P
FUSE BLOCK #4
1 10 Brake Circuits 71BC
2 5 PLMIII 712K, 712PL
3 5 Interface Module 87
4 10 VHMS Supply 71VHM
5 5 Modular Mining System 712MM
6 5 Display Module 86
7 10 Hydraulic Bleeddown Signal 71BD
8 10 OP Switch LED Power 71LS
9 10 Selector Switch Power 71SS
17 5 Temperature Gauge 15V
18 15 Pedal Voltage 15PV
19 5 Engine Interface 15VL

CIRCUIT BREAKER CHART
CIRCUIT BREAKERS
RB3 - CB11 12.5 Back Up Horn and Lights 79A
RB1 - CB13 12.5 Turn Signals / Clearance Lights 11CL
RB1 - CB14 12.5 Turn Signal Flasher 11Z
RB1 - CB15 12.5 Tail Lights 41T
RB3 - CB16 12.5 Retard Lights 44D
RB3 - CB17 12.5 Manual Backup Lights 47B
RB3 - CB18 12.5 Stop Lights 44A
RB3 - CB19 12.5 Backup Lights and Horn 79A
RB4 - CB20 12.5 Engine Control Power 23D
RB4 - CB21 12.5 Service Lights, Horn, Solenoid 11A
RB4 - CB22 12.5 Engine Run Relay 439E
RB5 - CB23 12.5 Headlights, Left Low Beam 11DL
RB5 - CB24 12.5 Headlights, Right Low Beam 11DR
RB5 - CB25 12.5 Headlights, Left High Beam 11HL
RB5 - CB26 12.5 Headlights, Right High Beam 11HR
RB5 - CB27 12.5 Headlights and Dash Lights 11D

NOTES:

SECTION D10
BATTERY CHARGING ALTERNATOR
INDEX
BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
BATTERY CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
ELECTRICAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
CHARGE VOLT AND AMP VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Maintenance and Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Undercharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Overcharging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Acid Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Non-Use or Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-6
Freezing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-7
BATTERY CHARGING ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-8
Terminal Identification and Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery Positive (B+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery Negative (B-) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
DC Output (D+) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
AC Output (R) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Regulator Harness Plug Identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Alternator Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Performance Curve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-9
Battery/Alternator Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-10
D10003 07/06 Battery Charging Alternator D10-1

WIRING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-12
DIMENSIONS AND TORQUE VALUES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-13
PERIODIC MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Troubleshooting Alternator (On-Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Equipment Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-14
Test Set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-16
Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-17
REGULATOR TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
Regulator Bypass Test (No Output) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-18
Regulator Bypass Test (Amp Rating) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-19
BENCH TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Advanced Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Bench Test 1: No-Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-20
Bench Test 2: Full Load Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21
Bench Test 3: Regulator Bypass Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-21
STATIC TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Identification Record . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Regulator Tester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Check For Shorted Power Transistor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-22
Circuit Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-23
FIELD COIL TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
Field Coil Test 1: Check for Open or Shorted Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
Field Coil Test 2: Check For Grounded Field Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-24
STATOR TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25
D10-2 Battery Charging Alternator D10003 07/06

Stator Test 1: Check For Stator-To-Stator Continuity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-25
Stator Test 2: Check For Grounded Stators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26
THERMAL SWITCH TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26
Initial Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-26
Verifying a Faulty Thermal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-27
TROUBLESHOOTING TIPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-28
ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
ALTERNATOR REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-32
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34
Special Tools and Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-34
Epoxy Adhesive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
Liquid Threadlockers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
Elastoplastic Silicone Resin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-35
ALTERNATOR EXPLODED VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-38
ALTERNATOR DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40
Regulator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-40
Fan Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-41
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42
Anti-Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-42
Anti-Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-44
Drive End Housing Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-46
Drive End Rotor Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-52
Field Coil Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-53
Drive End and/or Anti-Drive End Stator Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-55
CLEANING AND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
ALTERNATOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
Anti-Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-57
Drive End Stator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-59
Field Coil Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-62

Drive End Bearing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-64
Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66
Rotor and Rotor Shaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-66
Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-67
Anti-Drive End Rotor Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-71
Anti-Drive End Housing Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-72
Regulator Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-75
THERMAL SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-76
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78
SUPPORT STAND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-78

BATTERY CHARGING SYSTEM
BATTERY CHARGING SYSTEM

ELECTRICAL SYSTEM DESCRIPTION
The Komatsu truck utilizes a 24VDC electrical sys-
tem which supplies power for all non-propulsion elec- Lead-acid storage batteries contain sulfuric acid,
trical components. The 24VDC power is supplied by which if handled improperly, may cause serious
two pairs of 12-Volt storage batteries wired in series. burns on the skin or other serious injuries. Wear
The batteries are a lead-acid type, each containing protective gloves, aprons, and eye protection
six 2-Volt cells. With the key switch on and the when handling and servicing lead-acid storage
engine off, power is supplied by the batteries. When batteries. See the precautions in General Informa-
the engine is operating, the electrical power (non- tion, Section A, of this manual to ensure proper
propulsion) is supplied by a 28-Volt alternator. Refer handling of the batteries and/or accidents involv-
to Schematics, Section R, for specific electrical hooking sulfuric acid.
up information.
Maintenance and Service
CHARGE VOLT AND AMP VALUES
Check the electrolyte level of each cell at the interval
The volt and amp levels are a function of the battery specified in Lubrication and Service, Section P. Add
state-of-charge. If the batteries are in a state of dis- water, if necessary. The proper electrolyte level is 10
charge, as after extended cranking time to start the to 13 mm (0.375 - 0.50 in.) to above the plates. To
engine, system voltage, when measured after the ensure maximum battery life, use only distilled water
engine is started, will be lower than the regulator set or water recommended by the battery manufacturer.
point. The system amperage will also be high. This is After adding water in freezing temperature, operate
a normal condition for the charging system. The the engine for at least 30 minutes to thoroughly mix
measured values of system Volts and amps will the electrolyte.
depend on the level of battery discharge. In other
words, the greater the battery discharge level, the
lower the system Volts and the higher the system
amperage will be. The Volt and amp readings will
change; system Volts reading will increase up to the DO NOT smoke or allow a flame around a dead
regulator set point and the system amperage will battery or during recharging. The expelled gas
decrease to a low level (depending on other loads) from a dead battery cell or a charging battery is
as the batteries recover and become fully charged. extremely explosive and can cause serious
bodily injury.
BATTERY Excessive consumption of water indicates leakage or
During operation, the storage batteries function as an overcharging. Normal water usage for a truck operat-
electrochemical device for converting chemical ing eight hours per day is about 30-60 ml (1-2 oz) per
energy into the electrical energy required for operat- cell, per month. For heavy-duty operation (24 hours
ing the accessories when the engine is off. per day), normal consumption is about 30-60 ml (1-2
oz) per cell, per week. Any appreciable increase in
water consumption is considered a danger signal. No
water consumption may indicate undercharging or
sulfated battery plates.

Troubleshooting NOTE: When washing the batteries, ensure the cell
caps are tight, preventing any cleaning solution from
The two most common problems that occur in the
entering the battery cells.
charging system are undercharging and overcharg-
ing of the truck's batteries. Acid Levels
Undercharging The addition of acid will be necessary if considerable
electrolyte has been lost through spillage. Before
An undercharged battery is incapable of providing
adding acid, ensure the battery is fully charged. This
sufficient power to the truck's electrical system.
is accomplished by putting the battery on a battery
Some possible causes for an undercharged battery charger and taking hourly specific gravity readings on
are: each cell. When all the cells are charged (gassing
freely) and three successive hourly readings show no
Sulfated battery plates
rise in specific gravity, the battery is considered fully
Loose or corroded battery connections charged. Additional acid may now be added. Con-
Defective wire in the electrical system tinue charging for another hour and again check the
specific gravity. Repeat the above process until all
Loose alternator drive belt cells indicate a specific gravity of 1.260 to 1.265 cor-
Defective alternator or regulator rected to 27°C (80°F).
Defective battery equalizer NOTE: Use 1.400 strength sulfuric acid when making
specific gravity adjustments. Acid of higher strength
Overcharging will attack the plates and separators before it has a
Overcharging, which causes battery overheating, is chance to diffuse into the solution.
first indicated by excessive use of water. If allowed to If the temperature of the electrolyte is not reasonably
continue, the cell covers will push up at the positive close to 27°C (80°F) when the specific gravity is
ends of the battery case. In extreme situations, the taken, the temperature factor must be corrected to
battery container will become distorted and cracked. 27°C (80°F):
Leakage can be detected by continual wetness of the • For every 5°C (10°F) below 27°C (80°F), subtract
battery or excessive corrosion of the terminals, bat- 0.004 from the specific gravity reading.
tery carrier, and surrounding area. A slight amount of
• For every 5°C (10°F) above 27°C (80°F), add
corrosion is normal in lead-acid batteries. Inspect the
0.004 to the reading.
case, covers, and sealing compound for holes,
cracks, or other signs of damage. Check the battery Non-Use or Storage
hold-down connections to ensure they are not over-
tightened, which could cause a crack in the battery. If Remove idle batteries (unused for more than two
the battery connections are too loose, it could allow weeks) from the truck and place in a cool, dry place.
vibration, causing the battery case seams to break Periodically check and charge, when necessary.
open. A leaking battery must be replaced. Remember, all lead-acid batteries discharge slowly
when not in use. This self-discharge takes place even
Corrosion though the battery is not connected in a circuit and is
more pronounced in warmer weather than in cold.
Corrosion creates resistance in the charging circuit,
which causes undercharging and gradual starvation of The rate of self-discharge of a battery kept at 38°C
the battery. (100°F) is about six times faster than that of a battery
kept at 19°C (50°F). Self-discharge of a battery kept
To remove corrosion, clean the battery with a solution at 27°C (80°F) is about four times faster than that of
of ordinary baking soda and a stiff, non-wire brush. one at 10°C (50°F). Over a thirty day period, the
Then rinse the battery with clean water. DO NOT allow average self-discharge is about 0.002 specific gravity
the baking soda solution into the battery cells. Dry the per day at 27°C (80°F).
battery and ensure the battery terminal connections
are clean and tight. Clean terminals are very important
in a voltage regulated system.

To offset the results of self-discharge, booster-charge
idle batteries (not a quick charge) at least once every
thirty days. Batteries not used for long periods in a
discharged condition are attacked by a crystallization
of the lead sulfate on the plates. Such batteries are
called sulfated and are, in the majority of cases,
irreparably damaged. In less severe cases, the sul-
fated battery may be restored to limited service by
prolonged charging at a low rate (approximately 1/2
normal rate).
Freezing
An undercharged battery is extremely susceptible to
freezing when stored in cold weather.
The electrolyte of a battery in various stages of
charge will start to freeze at temperatures indicated
in Table 10-1.
The temperatures in Table 10-1 indicate the points at
which the first ice crystals appear. Lower tempera-
tures must be reached for a solid freeze. Solid freez-
ing of the electrolyte may crack the battery case and
damage the positive plates. A battery with at least a
75% charge is in no danger of freezing, especially
during winter weather.
Table 10-1: OPERATING TEMPERATURES

Specific Gravity Freezing
Corrected to 27°C Temperature
(80°F) Degrees
1.280 -70°C (-90°F)
1.250 -54°C (-60°F)
1.200 -27°C (-16°F)
1.150 -15°C (+5°F)
1.100 -7°C (+19°F)
NOTE: If the temperature of the electrolyte is not rea-

sonably close to 27°C (80°F) when the specific grav-
ity is taken, adjust the temperature factor to 27°C
(80°F).

BATTERY CHARGING ALTERNATOR This is a basic dual stator alternator constructed from
shell assembly (8) containing one stator at each end
GENERAL INFORMATION and a field coil between the stators.
General Description Drive end housing (9) and anti-drive end housing (6)
each contain a bearing to support drive and rotor
The Niehoff model C653A 28-Volt (260 Amp) alterna- shaft (1). They are attached to each end of the shell
tor is self-rectifying. All windings and current-trans- assembly by long threaded studs.
mitting components are non-moving, so there are no
brushes or slip rings to wear out. Drive end housing assembly (9) has an area called
control housing (2), containing all the required inter-
When controlled by voltage regulator (5), these alter- nal electrical connections for the alternator. It also
nators become self-energizing through an internal contains a thermal switch used to protect the B+ ter-
dual diode trio. A residual magnetic field induces a minal.
small voltage in the stator and energizes the field
coil. The field coil continues receiving incremental Battery positive terminal (4) is located on the face of
voltage until full voltage is achieved. Alternating cur- control housing (2) for connection to the truck’s bat-
rent (AC) is rectified into a direct current (DC) output tery positive circuit. The ground circuit cable can be
through the diodes. The regulator controls voltage attached to either of two ground terminals (10)
output and has a D+ terminal to provide a DC output located on the front housing. Fan guard (7) protects
signal to the truck’s electrical system, confirming maintenance personnel from the rotating fan when
alternator operation. An R terminal provides optional the engine is operating.
AC output. Identification plate (3) contains general alternator infor-
mation, including model number and serial number.
.
FIGURE 10-1. ALTERNATOR EXTERIOR
1. Drive Shaft with Woodruff Key 6. Anti-Drive End Housing

2. Control Housing 7. Fan Guard and Cooling Fan Assembly
3. Identification Plate 8. Shell Assembly
4. Battery Positive Terminal (B+) 9. Drive End Housing
5. Voltage Regulator 10. Ground Terminals (B-)

Terminal Identification and Location Regulator Harness Plug Identification
FIGURE 10-3. PIN CONNECTION IDENTIFICATION
Alternator Specifications
Volts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28VDC
Amps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260
Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Negative
Regulator Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
FIGURE 10-2. TERMINAL LOCATIONS
Regulator Settings . . . . . . . . . . . . . . . . . . . . . . . 27.5
B+. Battery Positive D+. DC Output ...................................... 28.5
B-. Battery Negative R. AC Output ...................................... 28.0
...................................... 29.0
Battery Positive (B+)
Weight . . . . . . . . . . . . . . . . . . . . . . . . . 29 kg (65 lbs)
Main positive power terminal on the alternator.
Located on the control housing. Performance Curve
Battery Negative (B-) Measurements listed on the curves are for a stabi-
lized machine at maximum output at temperatures
Main negative power terminal (ground) on the alter- indicated for each curve.
nator. Located on the drive end housing.
DC Output (D+)
Positive DC voltage output from the alternator. May
be used for specific control circuit. Located on the
regulator. Limited to one or two amp output.
AC Output (R)
Relay terminal. AC current output terminal for the
tachometer or for relay use. Located on the regulator.
FIGURE 10-4. ALTERNATOR PERFORMANCE

CURVE

Battery/Alternator Terminology Diode Trio: Assembly of three diodes, one diode
connected to each stator phase tap. Used typically to
NOTE: Charge voltage and amp rates vary from
operate as a signaling source, once the alternator is
battery type to battery type, based on battery
rotating, to tell the regulator to turn on (self-energiz-
construction technology and physical size of the
ing signal), or to provide current for the field coil oper-
battery.
ation.
AC: Alternating current (AC) output of the alternator.
Diode Trios: Dual use of two diode trios, one trio per
Alternator: General term for a vehicle generator stator, on dual stator alternators.
using solid-state devices to rectify output power and
DMM: Digital Multimeter. A handheld test instrument
provide DC output.
to digitally display test values. The preferred test
Amps, Low: A minimum or lowest charging system meter has high impedance value (10 Meg-ohms).
amp value required to maintain the battery state of
Drive End: End of the alternator is equipped to
charge, obtained when testing the charging system
receive mechanical power from the primary power
with a fully charged battery and no other loads
source via the pulley or drive coupling.
applied. This value will vary with battery type.
Fan: Fan located at the anti-drive end of the alterna-
Amps, Medium: A system amp value which can
tor.
cause the battery temperature to rise above the ade-
quate charging temperature within 4-8 hours of Ground: Return path of electrical circuit. May be
charge time. To prevent battery damage, the charge separate wire, component housing, or vehicle chas-
amps must be reduced when the battery temperature sis. (B-) is considered the ground on modern vehicle
rises. Check the battery manufacturer’s recommen- systems.
dations for proper rates of charge amps.
Harness: Enclosed bundle of wires used to connect
Amps, High: A system amp value which can cause electrical devices.
the battery temperature to rise above adequate
Phase: Single output winding of an alternator. Most
charging temperature within 2-3 hours of charge
dual stator alternators have six phases, three phases
time. To prevent battery damage, the charge amps
per stator.
must be reduced when the battery temperature rises.
Check the battery manufacturer’s recommendations Polarity: Distinguishes between positive (+) and
for proper rates of charge amps. negative (-) in an electrical circuit.
Anti-Drive End: End of alternator farthest from drive Rectifier Assemblies: Assembly of power diodes
end (drive pulley). that convert AC current output of the alternator stator
phases to DC current output. Rectifier assemblies
Charge Voltage: Nominal value to which the regula-
are modular designed. Rectifier modules are
tor is set. The actual charge voltage level is deter-
grouped in single blocks mounted in an end housing.
mined by the battery type and the system duty cycle
Modular rectifier blocks can be replaced individually.
and may vary slightly.
Self-energized: The alternator turns itself on and
Control Housing: Part of the housing assembly con-
begins to produce electricity at predetermined rotor
taining internal electrical connections of the alterna-
speed through special circuits designed into the reg-
tor and mounting area for the control unit.
ulator or the alternator.
DC: Direct current (DC) output of the alternator.

Set Point: The voltage value to which the regulator is
set. The voltage value is established by the battery
type and the vehicle duty cycle. There are four val-
ues available on the regulator. The set point valve
may be fixed (flat compensation) or variable, based
on operating temperature (negative temperature
compensation).
Significant Magnetism: A change in the strength or
intensity of a magnetic field present in the alternator
rotor shaft when the field coil is energized. The mag-
netic field strength when the field coil is energized
must feel stronger than when the field is not ener-
gized.
Surface Charge: A higher than normal battery volt-
age occurring when the battery is removed from a
battery charger. The surface charge must be
removed to determine true battery voltage and state
of charge.
Voltage B+: A voltage value obtained when measur-
ing voltage at the battery positive terminal or alterna-
tor (B+) terminal.
Voltage, Battery: The steady-state voltage value as
measured with the battery in an open circuit with no
battery load. This value relates to the battery state of
charge.
Voltage, Charge: A voltage value obtained when the
charging system is operating. This value will be
higher than the battery voltage and must never
exceed the regulator voltage set point.
Voltage Droop or Sag: A normal condition which
occurs when the load demand on the alternator is
greater than rated alternator output at a given rotor
shaft rpm.
Voltage Regulator (also Regulator): Device to con-
trol the alternator output voltage. Modern regulators
are solid-state devices. The regulator is mounted on
the alternator. Some regulators have several voltage
set points available for different operating conditions
or battery types.

WIRING DIAGRAM
FIGURE 10-5. WIRING DIAGRAM

DIMENSIONS AND TORQUE VALUES
FIGURE 10-6. TORQUE SPECIFICATIONS AND OVERALL DIMENSIONS
TORQUE SPECIFICATIONS
Item Description Metric SAE
1 Ground Bolt (B-), M10 X 1.5 15 N·m 11 ft lbs
2 Pulley Nut, M20 X 1.5 163 N·m 120 ft lbs
3 Output Bolt (B+), M12 X 1.75 32 N·m 24 ft lbs
4 Fan Nut, M16 X 1.5 67 N·m 50 ft lbs
5 Regulator Hold Down Screw, M5 X 0.8 8.5 N·m 75 in. lbs
6 Regulator Terminal (R), M6 X 1 4.5 N·m 40 in. lbs
7 Regulator Terminal (D+), M5 X 0.8 4.5 N·m 40 in. lbs
DIMENSIONS
A Housing Diameter 203.2 mm 8.0 in.
B Overall Length Minus Drive Shaft 292.0 mm 11.5 in.
C Shaft Diameter 22.22 mm 0.875 in.
D Height (Centerline to Top) 142.0 mm 5.59 in.
E Height (Centerline to Bottom) 135.6 mm 5.34 in.
F Width (Centerline to Regulator) 139.2 mm 5.48 in.

PERIODIC MAINTENANCE TESTING
Alternator performance depends on the condition of
the components in the charging system. The most GENERAL INFORMATION
important components in the charging system are the
Troubleshooting Alternator (On-Truck)
alternator drive belt, battery, and related cables and
connections. A loose drive belt, weak battery, or cor- Most 24-Volt charging system problems can be diag-
roded cables and connections can cause the alterna- nosed with the alternator installed on the truck, oper-
tor to work extra hard, leading to overheating and a ating under normal conditions. Many problems can
reduction in performance. When performing any be attributed to loose or corroded cable connectors.
scheduled maintenance on your vehicle, ensure It is essential that all battery charging cables are in
these components are working properly. The alterna- satisfactory condition and all connections are clean
tor itself requires little maintenance. and securely tightened.
1. The most important maintenance requirement Equipment Required
for an alternator is to keep the air cooling pas-
sages free of dirt and obstruction. • Voltmeter, 0-40 Volt range (Digital type preferred)
2. To ensure that air cooling passages are clean, • Ammeter, 0-400 amp range (Digital, inductive
the alternator can be washed using a garden type preferred)
hose. • Jumper wires
3. During washing, avoid spraying high pressure
water directly on the regulator and regulator Preliminary Checks
connector. This can cause moisture to get past Ensure that an undercharged battery condition has
the seals in the connector and cause perfor- not been caused by accessories having been left on
mance problems. for extended periods.
4. After washing, dry the alternator by operating
1. Check the alternator drive belt.
the engine and alternator a few minutes. Main-
tenance requirements for internal components, 2. Ensure the automatic belt tensioner is working
such as alternator bearings, depend on the correctly.
application, usage, and environment. 3. If a battery defect is suspected, check the bat-
tery.
4. Inspect the wiring for defects. Check all connec-
tions for tightness and cleanliness. Remove and
clean the battery cables.
5. The truck is equipped with a battery equalizer
system. Verify the proper operation of the
equalizer and the individual battery voltages.
Refer to Battery Equalizer, Section D, 24VDC
Electrical Supply System.
6. Check the (B-) cable, (B+) cable, and alterna-
tor-to-regulator wiring harness connections.
Repair or replace any damaged component
before troubleshooting.
7. Ensure the thermal switch is functioning properly.
Refer to the Thermal Switch section in this chap-
ter for additional information.

8. Check the battery. The batteries must be in NOTE: Until electrical system component
good condition and fully charged. If any battery temperatures stabilize, the conditions listed here may
condition is marginal, replace it with one known be observed during cold start voltage tests.
to be in good condition. a. Maintenance-type batteries display the fol-
For split battery pack, dual voltage systems, lowing characteristics.
battery rest voltages with 0.3 V. When the 12V 1). Immediately after engine start, the sys-
battery voltage is more than 0.3 V lower than tem Volts are lower than regulator set
24V battery voltage, check the 12V battery cir- point with medium amps.
cuit to verify adequate charge. 2).Three to five minutes into the charge
Polarity of the battery and the alternator must cycle, higher system Volts and reduced
agree; reverse polarity will damage the alterna- amps.
tor. The alternator is negative ground. 3). Five to ten minutes into the charge cycle,
9. Check the voltage output and use the informa- system Volts are at, or nearly at, the regu-
tion below to determine possible cause. lator set point, and the amps are reduced
a. Causes of low voltage to a minimum.
1). Loose or broken drive belt b. Low maintenance-type batteries display the
2). Batteries low state of charge same characteristics as maintenance-type
3). Current load on system greater than batteries, except cycle times may be longer.
the alternator can produce
c. Maintenance free-type batteries display the
4). Defective wiring or poor ground path
following characteristics.
5). Low regulator set point
1). Immediately after engine start, the sys-
6). Defective voltage regulator
tem Volts are lower than the regulator set
7). Defective alternator
point with low charging amps.
8). Lost residual magnetism
2). Fifteen to thirty minutes into the charge
b. Causes of high voltage cycle, still low Volts and low amps.
1). Wrong regulator 3). Fifteen to thirty minutes into the charge
2). High regulator set point cycle, Volts increase several tenths, amps
3). Defective regulator increase gradually, then increase quickly
4). Defective alternator to medium to high amps.
c. Causes of no voltage output. See 4). Twenty to thirty-five minutes into the
Regulator Bypass Test (No Output) for charge cycle, Volts increase to the set
additional testing information. point and amps decrease.
1). No drive belt d. High-cycle, maintenance-free type batteries
2). No battery (B+) voltage at alterna- display the following characteristics.
tor's (B+) terminal 1). These batteries respond much better than
3). Defective regulator the standard maintenance-free batteries.
4). Defective alternator 2). The charge acceptance of these batteries
5). Lost residual magnetism may display characteristics similar to stan-
10. Check the condition of the battery and the dard, maintenance-type batteries.
charge voltage reactions.

Test Set-up
1. Discharge the battery as follows:
a. Disable the fuel system.
b. Turn all lights and accessories on. Crank the
engine for 10-15 seconds to discharge the
battery.
c. Turn all lights and accessories off.
d. Enable the fuel system.
2. Determine which set point is used on the regu-
lator (27.5, 28.0, 28.5, 29.0). The set point of
the alternator is 28V. Normal range is within ±
0.3V of set point, as shown in Table 10-2.
Table 10-2: VOLTAGE REGULATOR

System Factory Normal
Voltage Setting Range
27.5 27.2 - 27.8
28.0 27.7 - 28.3
24
28.5 28.2 - 28.8
29.0 28.7 - 29.3
FIGURE 10-7. TROUBLESHOOTING
Refer to Figure 10-7 for the following steps. Install 1. Alternator Under 4. Alternator (B+)
meters directly at the alternator, as shown, to elimi- Test Terminal
nate variations in readings due to cable lengths, etc. 2. 0 to 400 AMP 5. Alternator (B-)
Ammeter Ground Terminal
3. Open the battery disconnect switch. Remove 3. 0 to 40VDC 6. Truck Batteries
the battery cable from the alternator (B+) termi- Voltmeter
nal. 4. Attach the meters as indicated by Figure 10-7.
Measure the voltage and amperage at the alter-
nator, not at the batteries or an intermediate
point.
a. Connect the ammeter negative lead to the
end of the cable removed in Step 3. Connect
the ammeter positive lead to the alternator
(B+) terminal.
b. Connect the red lead of a voltmeter to the
alternator (B+) terminal, and the black lead
of the voltmeter to the (B-) terminal on the
alternator.
5. Secure all the test equipment leads to prevent
damage or short circuits when the engine is
started.
6. Reconnect the battery disconnect switch.

Test Procedure 2. Watch the meter reading(s). If the battery is suf-
ficiently discharged, the amps must be high
within ± 10% of the output specified by the per-
formance curve. Volts must be within or below
the normal range as the battery approaches full
The following tests require working near the charge. Amps must fall as the voltage rises.
engine when it is on. Use caution when working When the amps and Volts stabilize, note the
near the engine fan, alternator fan, and fan belts. readings and refer to Table 10-3.
Table 10-3: AMP/VOLTAGE READINGS

1. Start the engine and accelerate to high idle.
Amps Volts Diagnosis
HIGH LOW Charging system is good. Battery
is not yet fully charged. Wait for
charging system to bring to full
charge: Amps must decrease and
Volts must stabilize within normal
If the charge voltage is above 33-Volts, immedi- range.
ately shut the engine off. Electrical system dam-
HIGH NORMAL Watch until amps fall, or Volts
age may occur if the charging system is allowed
exceed normal range. If amps
to operate at high voltage. decrease and Volts remain normal,
charging system is good. If Volts
exceed normal, regulator and/or
field coil must be replaced. Go to
Static Tests.
HIGH HIGH Stop the test. Regulator and/or
field coil replaced. Go to Static
Tests.
LOW LOW Ensure voltmeter leads are
attached at the alternator. If the
connections are good, the alterna-
tor and/or regulator must be
repaired or replaced. Go to Bench
Test 3.
LOW NORMAL Regulator is good. Go to Bench
Test 2.
LOW HIGH Stop the test. If battery and voltme-
ter check good, the regulator and/
or field coil must be replaced.
3. The batteries are considered fully charged if the

charge voltage is at the regulator set point, and
the charge amps remain at the lowest value for
10 minutes.
4. If the charging system is not performing prop-
erly, go to the Regulator Bypass test in the next
section.

REGULATOR TESTING 3. If the shaft is still not magnetized, remove the
jumper from the alternator (D+) terminal on the
Regulator Bypass Test (No Output) regulator and go to Step 4.
If the Troubleshooting Alternator test procedure indi- 4. If the shaft is not magnetized:
cates low or no output, perform the following test to a. If connected, unplug the alternator-to-regula-
determine if the voltage regulator is defective or if the tor wiring harness connection.
alternator is defective.
b. Install a jumper wire from the alternator (B+)
1. A self-energized alternator may have lost its terminal to pin F in the wiring harness plug.
magnetism.
c. Momentarily (1 second), connect a jumper
a. Touch a steel tool to the shaft on the anti- wire from pin A to the alternator (B-) terminal.
drive end to detect any magnetism.
d. Touch the shaft with the steel tool to detect
b. If the shaft is magnetized, proceed to Step 5. significant magnetism.
c. If the shaft is not magnetized, proceed to e. If the shaft is not magnetized, the alternator
Step 2. is defective.
2. If the shaft is not magnetized:
f. If the shaft is magnetized, the regulator is
a. Momentarily (1 second), connect a jumper defective.
wire from the regulator (D+) terminal to the
alternator (B+) terminal.
b. Touch the shaft with the steel tool to detect
significant magnetism.
c. If the shaft is magnetized, proceed to Step 5;
otherwise go to Step 3.
FIGURE 10-9. WIRING HARNESS PLUG JUMPER

WIRE CONNECTION
1. Wiring Harness Plug 2. Regulator
5. Connect a voltmeter across pin D and pin C in

the wiring harness plug. Does battery voltage
FIGURE 10-8. JUMPER WIRE CONNECTION exist?
a. If no voltage, the alternator is defective.
1. Plug 2. Regulator
b. If voltage is present, proceed to Step 6.

6. Set the voltmeter to the diode test scale.
a. Connect the black lead of the voltmeter to
pin E in the wiring harness plug.
b. Connect the red lead to the (B-) terminal on
the alternator. Limit the time the terminal is connected to a few
seconds. Doing so can protect the charging sys-
c. The voltmeter must read a voltage drop.
tem from excessive voltage increase.
d. Reverse the leads. The voltmeter must read
OL.
e. If there is no voltage drop, the alternator is Table 10-4: REGULATOR BYPASS TEST
defective.
Connect Disconnect Diagnosis
f. If there is a voltage drop, proceed to Step 7.
Amps increase Amps Alternator is good.
7. Install a jumper from the alternator (B+) terminal decrease Replace the regula-
to pin F in the wiring harness plug. tor only if low amps/
low Volts are indi-
a. Momentarily (1 second), connect a jumper cated by Bench Test
wire from pin A to the alternator (B-) terminal. 1 or 2.
b. Again, touch the shaft with a steel tool to No change No change The alternator must
detect significant magnetism. Is the shaft be repaired. Go to
magnetized? Static Tests.
c. If the shaft is not magnetized, the alternator
is defective.
d. If the shaft is magnetized, the regulator is
defective.
Regulator Bypass Test (Amp Rating)

1. Disconnect alternator-to-regulator wiring har-
ness plug (1, Figure 10-9).
2. Connect a jumper wire from pin F (F+ terminal)
in the alternator-to-regulator harness plug to the
alternator (B+) terminal.
3. Start the engine and accelerate to high idle.
4. Momentarily touch pin A (F- terminal) wiring
harness plug to the alternator ground terminal
(B-). Observe whether the amps increase or
decrease.
a. If the amps increase to within ± 10% of the
rated output when connecting (F-) to ground
(B-), the alternator is good. Refer to Table
10-4.
b. If the amps decrease when disconnecting
pin A (F-) from alternator ground (B-), the
alternator is good. Refer to Table 10-4.

BENCH TESTING Bench Test 1: No-Load Test
1. With the battery connected and no electrical
load, operate the alternator at 5000 rpm.
2. Compare the test results to the No Load Test,
Perform the following on-bench tests when: Table 10-5, and take the appropriate action, as
stated in the table.
• On-vehicle test results are not available.
• Confirming on-vehicle test results. Table 10-5: NO LOAD TEST
Equipment
HIGH LOW Test bench battery is discharged
• Voltmeter, 0-40 Volt range (Digital type preferred) or defective. Allow to charge or
replace.
• Ammeter, 0-400 ampere range (Digital, Inductive
type preferred.) HIGH NORMAL Allow time to stabilize while moni-
toring the Volts. If the Volts
• Test bench with 30-40 hp motor able to drive the increase above the normal range,
alternator to 8000 rpm. Mount the alternator on the regulator and/or field coil must
the test bench per the bench manufacturer’s be replaced. If the amps
instructions. Ensure the test bench batteries are decrease, the charging system is
at 95% or higher state of charge. good.
Identification Record HIGH HIGH The regulator and/or field coil

must be replaced. Go to Static
List the following items for troubleshooting: Testing.
Alternator model number ______________ LOW LOW The alternator and/or regulator
must be repaired or replaced. Go
Regulator model number ______________ to Bench Test 3.
Set point(s) listed on regulator __________ LOW NORMAL The regulator is good. Go to
Bench Test 2.
Advanced Troubleshooting
LOW HIGH Stop the test. The alternator is
a. A voltage reading at the regulator set point of defective, bench is not working
± 0.2 Volts is considered normal. properly, or the alternator is wired
improperly to the bench.
b. The alternator rated output (listed on the
nameplate) within ± 10% is determined at
5000 rpm.

Bench Test 2: Full Load Test 2. Set up the load on the alternator the same as
Bench Test 2.
1. With the load set to the rated output (listed on
the nameplate) ± 10%, operate the alternator at 3. Note whether the amps increased to within ±
5000 rpm. 10% of the rated output when connecting pin A
(F-) to alternator ground (B-.)
2. Compare the test results to Table 10-6, and take
the appropriate action, as stated in the table. 4. Note whether the amps decrease when discon-
necting pin A (F-) from the alternator ground.
Table 10-6: FULL LOAD TEST Compare the test results to Table 10-7, and take
the appropriate action, as stated in the table.
HIGH LOW The test bench battery is dis-
charged or defective. Allow the
battery to charge or replace the
battery. Limit the time the terminal is connected to a few
HIGH NORMAL The charging system is good. seconds. Doing so can protect the charging sys-
HIGH HIGH Stop the test. The regulator and/ tem from excessive voltage increase.
or field coil replaced. Go to Static
Testing. Table 10-7: REGULATOR BYPASS TEST
LOW LOW The alternator and/or regulator Connect Disconnect Diagnosis
must be repaired or replaced. Go
to Bench Test 3. Amps increase Amps decrease The alternator is
good. Replace the
LOW HIGH Stop the test. The alternator is regulator only if low
defective, the bench is not work- amps/low Volts are
ing properly, or the alternator is indicated by Bench
wired improperly to the bench. Test 1 or 2.
No change No change The alternator must
Bench Test 3: Regulator Bypass Test be repaired. Go to
Static Testing.
Perform this test only when directed by other tests.
1. Bypass the regulator by installing a jumper
between pin A (F-) and pin F (F+).
FIGURE 10-10. PIN CONNECTION

IDENTIFICATION

STATIC TESTING Check For Shorted Power Transistor
1. Set the DMM to the diode test scale and zero
the meter.
Static tests must confirm on-vehicle and bench

tests. For best results, disassemble the alterna-
tor, as needed, to access the parts.
Equipment
• Digital Multimeter (DMM)
• Ammeter (digital, inductive)
• Regulator tester
Identification Record IDENTIFICATION
Alternator model number ______________ 2. Connect one meter lead to pin A (F-, Figure 10-
Regulator model number ______________ 11) connector socket in the regulator, and con-
nect the other lead to pin C (B-) connector
Set point(s) listed on regulator __________
socket in the regulator. Observe the meter read-
Regulator Tester ing.
3. Reverse the leads and observe the meter reading.
A regulator tester can test all regulator functions. If a
regulator tester is used, follow the regulator tester 4. In one direction, the DMM must register a tone.
manufacturer’s instructions. In the other direction, the DMM must show OL
(out of limits).
If a regulator tester is not available, the regulator can
5. If the DMM shows zero in both directions, the
only be tested for a shorted power transistor.
power transistor is shorted and the regulator
must be replaced.
NOTE: If regulator failure is indicated, field coil failure

must also be suspected.

Circuit Tests 3. The expected reading listed for each test must
be obtained.
1. Before testing, check for visible signs of dam-
aged components. 4. Replace any component that fails.
2. Conduct the tests described in Alternator Pin- 5. Remove wiring harness (1, Figure 10-12)
to-Pin Tests, Table 10-8. before any test.
Table 10-8: ALTERNATOR PIN-TO-PIN TESTS

Test Meter Meter (+) Lead Meter (-) Lead Expected
No. Scale Connection Connection Tested Circuit Reading
1 Ohms Pin C Alt. B- Terminal Regulator ground circuit 0 ohms
2 Ohms* Pin A Pin F Field coil resistance 1.5 ± 0.2 ohms
3 Ohms Pin F Alt. B- Terminal Insulated OL (out of limits)
4 Ohms Pin A Alt. B- Terminal Insulated OL (out of limits)
5 Diode Test Pin B Alt. B+ Terminal Phase winding and diode <0.7 Volts (flow)**
6 Diode Test Alt. B+ Terminal Pin B Phase winding and diode OL (blocking)**
7 Diode Test Pin B Alt. B- Terminal Phase winding and diode OL (blocking)*
8 Diode Test Alt. B- Terminal Pin B Phase winding and diode <0.7 Volts (flow)**
9 Ohms Pin D Alt. B+ Terminal Regulator power circuit 0 ohms
10 Diode Test Alt. B+ Terminal Alt. B- Terminal All diodes in parallel OL (blocking)
11 Diode Test Alt. B- Terminal Alt. B+ Terminal All diodes in parallel <0.8 Volts (flow)
12 Diode Test Alt. B- Terminal Pin E Dual diode trio <0.7 Volts (flow)
13 Diode Test Pin E Alt. B- Terminal Dual diode trio OL (blocking)
* Applies only when the field coil is attached to the

rectifier/housing assembly.
** If the expected reading is not achieved, check the
thermal switch inside the rectifier/housing assem-
bly and test the switch for continuity.

FIELD COIL TESTS
This test is used to check for an open or shorted field
coil.
Field Coil Test 1: Check for Open or Shorted Field

Coil
1. Set the digital multimeter DMM to x1 scale.
Ensure the DMM is zeroed.
2. Connect the meter leads from pin A (F-, Figure
10-13) and pin F (F+) in the regulator harness
plug. The DMM must show 1.2 ± 0.2 ohms.
a. If the meter shows more than 1.5 ohms, the
field coil is open.
b. If the meter shows less than 0.5 ohm, the
field coil is shortened. Replace the field coil.

WIRE CONNECTION

IDENTIFICATION
Field Coil Test 2: Check For Grounded Field Coil

1. Set the digital multimeter (DMM) to x10K scale.
Ensure the DMM is zeroed.
2. Connect one meter lead to pin A (F-, Figure 10-
14) in the regulator harness plug. Connect the
other lead to the alternator ground (B-) terminal.
The DMM must show a very high resistance. If
the DMM reads less than 100K ohms, the field
coil is grounded. Replace the field coil.

3. Move the drive lead from pin A (F-) to pin F (F+) STATOR TESTS
in the harness plug. The DMM must show a
These alternators have delta-wound stators. Test 1
very high resistance. If the ohmmeter shows
will show the condition of the phase lead from the
less than 100K ohms, the field coil is grounded.
ring terminal at the diode end of the lead to the sol-
Replace the field coil.
dered connection at the phase winding. Test the
phase coil windings on a bench stator tester, follow-
ing the tester’s instructions.
Before performing tests:
1. Check the stator for signs of damage, such as
burnt insulation or a loose coil.
2. Disconnect the phase lead wire from the mount-
ing terminals.

WIRE CONNECTION
FIGURE 10-15. PHASE LEAD LOCATIONS
Stator Test 1: Check For Stator-To-Stator Conti-

nuity
1. Set the DMM to the ohms scale and zero the
meter.
2. Connect one meter lead to phase lead P1 (Fig-
ure 10-15), connect other meter lead (one at a
time) to each phase lead P4, P5, and P6.
Repeat for P2 and P3.
3. The DMM must show OL (out of limits) each
time. If the DMM shows a value, replace the
stator.

Stator Test 2: Check For Grounded Stators Initial Test
1. Set the DMM to the ohms scale and zero the 1. Disconnect the wiring harness plug from the
meter. regulator.
2. Connect one DMM lead to the (B-) terminal on 2. If necessary, remove the cover from the drive
the alternator, and connect the other meter lead end housing.
to each phase lead P1, P2, and P3 (Figure 10- 3. Check for continuity between pin B (phase 1) of
15). the wiring harness plug and the phase lead
3. If the resistance reading is other than OL (out of (diode) connection (2), shown in Figure 10-16.
limits) at any connection, the stator is grounded This connection is just left of the 11 O'clock
to the shell. Replace the stator. position when looking at the alternator from the
4. Connect one DMM lead to the (B-) terminal on drive end.
the alternator, and connect the other DMM lead a. If continuity exists, there is a problem with
to each phase lead P4, P5, and P6. the alternator and not with the thermal
5. If the resistance reading is other than OL (out of switch.
limits) at any connection, the stator is grounded b. If there is no continuity, the thermal switch is
to the shell. Replace the stator. probably faulty.
THERMAL SWITCH TEST

If the alternator is not operating properly, check the
thermal switch. This switch is a normally closed (NC)
switch which must have continuity between the wires
from the switch.
FIGURE 10-16.
1. Pin B (Phase) 2. Phase Lead

Connection

Verifying a Faulty Thermal Switch
1. Remove the cover from the control box on the
drive end housing.
2. Locate the thermal switch inside the control
box.
3. Test the two wires from the thermal switch for
continuity.
a. If there is no continuity, the switch is faulty.
b. If there is continuity, there may be a problem
with either the alternator or the wiring har-
ness.

TROUBLESHOOTING TIPS
PROBLEM CAUSE/SOLUTION
1. Installed the alternator and connected the A self-energizing type alternator can lose its residual magne-
tism and not work properly. Residual magnetism is the small
cables (B+/B-(GND)) but the alternator has no
output. What could be wrong? amount of magnetic field that remains in the alternator when
there is no field current present. This residual magnetism is
Refer to the Regulator Bypass test (No Output)
necessary to start the alternator. Once established, the resid-
section for additional testing information.
ual magnetism slowly declines over time when the alternator
is not used. In practical terms, this time period is months. To
test for the presence of residual magnetism, touch a steel
wrench or screwdriver to the rotor shaft on the anti-drive end
of the alternator. If a light magnetic attraction is present, the
residual magnetism is present. If there is no attraction, the
residual magnetism is lost and must be restored or the alter-
nator may not self-energize. See 2. Self-energizing alternator
loses residual magnetism.
2. Self-energizing alternator loses residual Once an alternator is magnetized at the factory, it must hold
magnetism. its residual magnetic field for the duration of its life. In rare
instances, residual magnetism can be lost either during an
Refer to the Regulator Bypass test (No Output)
extended period of inactivity (shelf time) or if the alternator
section for additional testing information.
was exposed to a strong external magnetic field.
Momentarily (1 second), connect a jumper wire from the
jumper (D+) terminal on the regulator to the (B+) alternator
output terminal. The alternator must operate normally. If not,
further troubleshooting is required.
3. How can voltage regulators be tested? Voltage regulators can be tested using several methods.
Refer to the Regulator Bypass test (No Output) 1. The first method is to remove the suspect regulator and
section for additional testing information. substitute a known good regulator and then conduct the
alternator output test. If the alternator performs properly,
the suspect regulator is confirmed defective and must
be replaced.
2. The second method, incorporating the process of elimi-
nation, is to follow a diagnostic sequence and test the
individual alternator component functions to determine if
the components are good or bad. After systematically
eliminating the alternator components as the cause of
the problem, most likely, the regulator is defective.
Replace the regulator.
3. The third method involves utilizing a direct regulator
tester which is commercially available. When using a
tester to test a regulator, follow the instructions supplied
by the tester manufacturer and service manual for
proper terminal connections. If the regulator is not prop-
erly connected, the tester or the regulator may be dam-
aged. Refer to the regulator tester manufacturer's
instructions to determine if the regulator is defective.

4. The regulator has four different voltage settings The voltage regulator is equipped with a selectable voltage
from 27.0V to 29.5V on the 28.0V systems. set point. This feature allows the choice of the regulated volt-
Which is used? age output of the alternator according to the type of batteries
in use on the truck.
Refer to the Regulator Removal procedure in the
Alternator Disassembly section for additional infor- The lower voltage settings are used for maintenance-type
mation. batteries. The maintenance-type batteries require slightly
lower charge voltage to maintain performance. Excessive
voltage settings on the maintenance-type batteries will lead to
overcharging and premature failure of the batteries.
The higher voltage settings are used for maintenance-free
batteries. In general, a vehicle equipped with maintenance-
free batteries must have the regulator charge voltage set
point adjusted to one of the two higher settings on the regula-
tor. If the voltage setting is set too low for the maintenance-
free batteries, the insufficient charge voltage will keep the
battery from reaching full charge. Over time, this can lead to a
no start condition and reduce the battery life. An incorrectly
adjusted regulator voltage set point will result in either a con-
tinuous overcharging or undercharging condition, which can
affect battery performance and shorten the battery life.
The highest regulator voltage setting can be used only on
vehicles equipped with battery isolators. The battery isolators
are generally used on vehicles with two or more batteries.
The isolator set-up allows for independent discharge of one
battery, while the other battery remains fully charged for
engine restart. Due to the design nature of the isolator, the
alternator voltage setting must be increased to overcome a
voltage drop that occurs as the current flows through the iso-
lator. This voltage drop can be as high as one Volt. If the volt-
age is set lower than the battery type requires, it will lead to
an undercharge condition, a no start situation, and will reduce
the battery life.
If regulator replacement is necessary, set the new regulator
charge voltage set point to the same voltage setting as on the
regulator being replaced. Confirm that this is the correct set-
ting for the type of battery being used. The ambient tempera-
ture may also play a role in determining the correct regulator
charge voltage set point. When the vehicle is operated contin-
uously in cold climates, and the battery is not maintaining a
state of full charge, the regulator voltage set point may be
adjusted to the next higher set point appropriate for the given
battery type.

5. What is an alternator field coil, and how can the coil be The alternator field coil acts as an electromagnet
tested? when field current is applied. The stronger the mag-
netic field, the higher the alternator output when the
Refer to the Field Coil tests section for additional testing
shaft is turned. The strength of the magnetic field is
information.
dependent on the resistance of the field coil winding
(which determines the amperes of current the field
coil draws) and the number of wire turns in the field
coil. The most common symptoms associated with
alternator field coil failure are a no output condition,
reduced output, and sometimes an over-charge con-
dition.
The field coil can be tested for resistance value or
short to ground using an ordinary multi-meter. To test
the alternator's field coil resistance, refer to the Field
Coil Tests for additional testing information.
6. What is the function of the R terminal on the regulator The R terminal represents a tap or direct connection
and what can be measured there? to the alternator stator that has electric power only
when the alternator is turning and producing power.
The terminal output is utilized on some applications
for rpm or tachometer function. This requires a cali-
bration circuit that relates the alternator shaft speed
to the engine speed. The output at the R terminal is
AC voltage. The average voltage output can be mea-
sured with an ordinary multi-meter. The R terminal
output, depending on the electrical load, will be equiv-
alent to approximately one-half of the alternator regu-
lated voltage output. In other words, on the 28-Volt
system, the average voltage reading will be about 14-
Volts.
7. An alternator is being tested on a test bench and it does The maximum alternator output is dependent on the
not reach its full-rated output. What could be wrong? alternator shaft speed. If the test bench motor is not
properly rated, the alternator shaft will turn too slowly.
The alternator will not reach its rated output. When
testing an alternator on a test bench, ensure the test
bench motor is powerful enough to drive the alterna-
tor shaft at full load. To properly test the alternator
rated at 28-Volts and more than 200 amps, a bench
motor rated at 30 hp is required. Testing an alternator
using an underrated bench motor can lead to misdi-
agnosis and unnecessary component replacement.

8. When the alternator voltage is measured at the alterna- When there is a difference in voltage measured
tor (B+) terminal, it is considerably higher than alterna- between two places in the same circuit, the most
tor voltage measured at the battery (B+) terminal. What likely cause is excessive resistance in that circuit.
could be wrong? This difference, as measured between two points, is
called a voltage drop. The excessive resistance in the
circuit can be a result of poor connections at the ter-
minals or undersize gauge of the connecting cable.
All connecting cables in any electrical system must
be of sufficient gauge for the length of the cable to be
able to carry the necessary current within the circuit.
If the gauge is too small, the resulting voltage drop
will impair electrical system performance. This is a
critical issue for the charging system because exces-
sive voltage drops in the system, on the positive or
the negative side, can prevent the batteries from
recharging properly. The maximum difference
between the measurements must not exceed 0.8-
Volts for the 28-Volts system. To maintain accuracy
when testing the charging system, measure the volt-
age drop with the alternator at no load and at maxi-
mum load to check how the load current can affect
the voltage. Undersized cables also heat up when
conducting electrical current. This causes the insula-
tion to either soften or get brittle, and represents a
safety hazard in the system.

ALTERNATOR
ALTERNATOR REPAIR
The alternator weighs approximately 32 kg (70

lbs). To prevent personal injury, it is recom-
The charging system is capable of causing phys- mended that a sling and overhead lifting device
ical harm. Use caution during the removal/instal- be used when removing the alternator.
lation procedures to protect personnel from 1. Disconnect the battery power:
injury.
a. If the truck is equipped with a battery equal-
izer, open the battery disconnect switch to
remove power from the system.
b. Remove the battery cables using the follow-
ing sequence:
1). Remove the battery positive (+) cables
first.
2). Remove the negative (-) cables last.
2. Securely attach a sling around the alternator,
and hook the sling to an overhead lifting device.
3. Remove battery cable (1, Figure 10-18) from
the (B+) terminal on alternator (2).
FIGURE 10-17. BATTERY CHARGING

ALTERNATOR
1. Alternator 2. Radiator
Removal
The following instructions cover the removal of alter-
nator (1, Figure 10-17) from a Komatsu engine. Radi-
ator (2) has been removed from the truck in some
pictures to clearly show the removal process. How-
ever, the radiator does not need to be removed to
remove the alternator.
FIGURE 10-18. REMOVE BATTERY CABLE

1. Battery Cable (B+) 2. Alternator
Terminal
To prevent shorting of the electrical system, dis-
connect the positive battery cable from the bat-
tery before starting this procedure.

4. Remove ground strap (1, Figure 10-19) from 5. Remove eight lock nuts (1, Figure 10-21) from
the alternator by removing cap screw (1, Figure the front cover of the belt guard assembly.
10-20). It is not necessary to completely remove 6. Remove cover (2).
the ground cable unless it is damaged and must
be replaced.
FIGURE 10-21. BELT GUARD ASSEMBLY
1. Lock Nuts 2. Cover

FIGURE 10-19. GROUND STRAP
1. Ground Strap 2. Sub Frame 7. Use a ¾ inch square drive breaker bar to
release the tension on automatic belt tensioner
(1, Figure. 10-22.)
8. Remove belt (2). Replace the belt if signs of
wear or damage are found.
FIGURE 10-20. GROUND STRAP CONNECTION

1. Ground Strap 2. Cap Screw
FIGURE 10-22. AUTOMATIC BELT TENSIONER

ASSEMBLY
1. Automatic Belt 2. Belt

Tensioner

9. Remove outer alternator bracket half (1, Figure 4. Use a ¾ inch square drive breaker bar to
10-23) by removing four lock nuts (2). release the tension on automatic belt tensioner
(1, Figure 10-22) and install belt (2).
10. Remove the alternator from the inner bracket
half. 5. Install cover (2, Figure 10-21) using eight lock
nuts (1).
6. Install ground strap (1, Figure 10-19) to the
alternator. Tighten ground cable cap screw (2,
Figure 10-20) to 15 N·m (11 ft lbs). If the ground
strap cable was removed from the frame, reat-
tach it.
7. Install battery cable (B+) to the terminal on
alternator (2, Figure 10-18). Tighten the nut to
32 N·m (24 ft lbs).
8. Connect the battery cable to the battery.
a. If the truck is equipped with a battery equal-
izer, close the battery disconnect switch.
b. If the truck is not equipped with a battery
equalizer, install the negative cable to the
negative battery post. Then, install the posi-
FIGURE 10-23. MOUNTING BRACKET tive cable to the positive battery post.
1. Alternator Bracket 2. Lock Nut Special Tools and Lubricants
(Top Half) Table 10-9: REQUIRED LUBRICANTS AND
SEALANTS
For additional information on disassembling the alter-
nator, see the Alternator Disassembly procedure in Komatsu Description Use
this chapter. Part #
XA3401 Grease Lubricate spiral rings
Installation
— Liquid Thread lock screws
Threadlockers
— Elastoplastic Insulate electrical
Silicone Resin connections
lbs). To prevent personal injury, it is recom- — Epoxy Install new stator
mended that a sling and overhead lifting device Adhesive wedges
be used when removing the alternator.
1. Securely attach a sling around the alternator
and hook the sling to an overhead lifting device.
2. Place the alternator on the inner bracket half.
3. Install outer alternate bracket half (1, Figure 10-
23). Install four lock nuts (2) and tighten to stan-
dard torque.

Epoxy Adhesive Elastoplastic Silicone Resin
Master Bond, Inc. Dow Corning 1-2577 Low VOC RTV is a one-part
154 Hobart Street clear, RTV cure with mild heat acceleration possible.
Hackensack, NJ 07601 USA It has a hard slick finish with abrasion resistance, sol-
Phone: 201-343-8983 vent-borne with low VOC which is ozone-safe. This
Fax: 201-343-2132 silicon meets UL and MIL Specs and contains a UV
www.masterbond.com indicator.
Typical Properties:
Viscosity/Flowability
Epoxy adhesive, EP11HT, is a one component, heat
(cps or mPa sec) = 1,250;
curing, structural epoxy adhesive with high shear
Durometer = 25 D;
strength, easy handling, and high temperature resis-
Specific Gravity = 0.88;
tance. Cures at elevated temperatures, e.g. 90-120
RT Tack Free Time = 6 minutes;
minutes at 121°C (250°F) or 60-90 minutes at 149°C
Room Temp Cure Time = 60 minutes;
(300°F). The minimum cure temperature is 121°C
Heat Cure Time = 2 minutes @ 60°C (140°F;
(250°F). EP11HT attains tensile shear strengths in
Agency Listing = UL 94 V-0 or HB & 746C / Mil Spec;
excess of 22753 kPa (3,300 psi) and forms rigid and
Dielectric Strength, Volts/mil = 340;
dimensionally stable bonds. The service temperature
Dielectric Strength kV/mm = 13.4;
range is -51°C to 204°C (-60°F to 400°F). As a one
Volume Resistivity ohm-cm = 1.9E+14
part system, it does not require mixing prior to use
and has an unlimited working life at room tempera- Dow Corning Corporation
ture. EP11HT bonds well to a wide variety of sub- Corporate Center
strates, including metals and most plastics. It has PO Box 994
excellent resistance to a wide range of chemicals Midland MI 48686-0994 USA
including acids, bases, oils, salts, and many solvents. Phone: 989-496-7881
This adhesive is 100% reactive and does not contain Fax: 989-496-6731
any solvents or volatiles. The standard color is tan. www.dowcorning.com
The cured adhesive fully meets the requirements of
MIL-MMM-A-132.
Liquid Threadlockers
Loctite 222 Low Strength Threadlocker is an anaero-
bic sealant. This low-strength threadlock is used for
small screws less than 6 mm (.25 in.) in diameter.
The parts can be separated using hand tools.
Henkel Corporation
1001 Trout Brook Crossing
Rocky Hill, Connecticut 06067 USA
Phone: 860-571-5100
Internet: www.loctite.com

Table 10-10: REQUIRED TOOLING
XA3320 Field Coil Removal/Installation Tool
XA3322 Stator Installation Tool
Customer-supplied dealer manufactured support stand
Three jaw gear puller (rotor removal, anti-drive end
housing, and anti-drive end shaft bearing)
Air impact wrench (pulley nut and fan nut)
Air chisel with a rounded point hammer bit (to loosen
rust from rotor, item 47)
Torque wrench (inch pounds)
Torque wrench (foot pounds)
FIGURE 10-25. XA3322 STATOR INSTALLATION
Torx bit T15 (field coil screws, item 53)
TOOL
Torx bit T20 (drive end cover plates and control unit
cover plates, item 6)
Torx bit T25 (rotor screws, item 46)
Allen socket wrench 3 mm (fan guard, item 69)
Deep well socket 6 mm (nut, item 54)
Socket 8 mm (voltage regulator screws, item 38)
Socket 9 mm (drive end and anti-drive end housings
lock flange nuts, item 14)
Socket 11 mm (stator wire hex jam nut, item 11)
Socket 24 mm (fan nut, item 67)
Socket 30 mm (pulley nut, item 1)
Small screwdriver (to release sockets in electrical plug,
item 30)
Expandable pliers (studs, item 61, and pulley bushing,
item 4) FIGURE 10-26. CUSTOMER-SUPPLIED DEALER
Internal heavy-duty snap ring pliers (items 8, 10) MANUFACTURED SUPPORT STAND
Hydraulic Press
FIGURE 10-27. THREE JAW GEAR PULLER

FIGURE 10-24. XA3320 FIELD COIL
REMOVAL/INSTALLATION TOOL

NOTES

ALTERNATOR EXPLODED VIEW
FIGURE 10-28. ALTERNATOR

1. Lock Nut 36. Harness, Wiring
2. Flat Washer 37. Regulator
3. Pulley (supplied with engine) 38. Screw, Hex
4. Bushing, Pulley
39. Washer, Stainless Steel Bellville
5. Ring, Spiral
40. Washer, Bellville
6. Screw, Pan
41. Lock Nut
7. Plate, Cover
8. Ring, Beveled Retainer 42. Nut
9. Bearing, Front 43. Washer, Bellville
10. Ring, Flat Retainer 44. Bushing, Pulley
11. Nut, Hex Jam 45. Shaft and Core, Rotor Assembly
12. Flat Washer 46. Screw, Torx
13. Insulator 47. Rotor Assembly
14. Nut, Lock Flange 48. Rotor Shaft and Core Assembly
15. Flat Washer 49. Key, Woodruff
16. Cap Screw, Stainless Steel 50. Ring, Spiral
17. Lock Washer 51. Ring, Carrier
18. Lock Washer, Stainless Steel 52. Coil and Stator Assembly, Field
19. Cap Screw 53. Screw, Torx
20. Housing, Drive End 54. Nut
21. Cover, Control Unit 55. Wedge, Stator (attached to stator with epoxy
glue)
22. Switch, Thermal
56. Stator, Drive End
23. Cap Screw, Hex Head
57. Bushing, Tension (not used in mounting)
24. Lock Washer, Stainless Steel
58. Shell
25. Flat Washer
59. Stator, Anti-Drive End
26. Cover Plate, Stud Assembly
60. Coil, Field
27. Cap Screw, Stainless Steel
61. Stud
28. Lock Washer
62. Bearing, Anti-Drive End
29. Flat Washer
63. O-Ring
30. Shell Connector (Plug)
64. Housing, Anti-Drive End
31. Pin Connector, Female
65. Fan
32. Plug, Wedge Lock
66. Washer, Bellville
33. Shell Connector (Receptacle)
67. Nut
34. Receptacle, Wedge Lock
68. Guard, Fan
35. Pin Connector, Male
69. Screw, Pan
70. Grommet

Regulator Removal
1. Remove voltage regulator (37).
a. Disconnect wiring harness (36) from voltage
regulator (37).
Wedges must be reinstalled and sealed in place
b. Remove and save four screws (38) and four
as described in Step ? to prevent damage to the
Bellville washers (39) using an 8 mm socket.
internal parts during operation.
ALTERNATOR DISASSEMBLY
NOTE: Disassemble the alternator only as far as
necessary to replace any defective part(s).

lbs). Be careful when moving or positioning the
alternator to prevent personal injury.
FIGURE 10-29.
36. Wiring Harness 37. Voltage Regulator
The following replacement parts are mandatory:
spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.
FIGURE 10-30.
38. Screw 39. Bellville Washer
2. If replacement of the voltage regulator is neces-

sary, record the setting of the selectable voltage

set point switch on the back side of the voltage 2. Remove fan (65) by removing nut (67) using an
regulator. When installing a new voltage regula- air impact wrench and a 24 mm socket. Also,
tor, set the selectable voltage set point switch to remove Bellville washer (66).
the same switch position as the faulty regulator.
FIGURE 10-33.
FIGURE 10-31.
65. Fan 67. Nut
NOTE: The setting of this switch can depend on the 66. Bellville Washer
type of battery being used. Refer to the Battery
section for additional information.
Fan Removal
1. Remove fan guard (68) by removing six Allen
head screws (69) using a 3 mm Allen wrench. When removing nut (67), the use of an air impact
wrench is recommended.
FIGURE 10-32.
FIGURE 10-34.
68. Fan Guard 70. Grommet Washer
69. Allen Head Screw
NOTE: DO NOT lose the metal portion of grommet 3. Remove and discard spiral ring (50) from fan
washers (70). (65).

Anti-Drive End Housing Removal
1. Scribe a single mark on side of shell (58) and
drive end housing (20). Scribe a double mark on
the side of shell (58) and anti-drive end housing
(64). This will ensure the proper reassembly of
the end housings.
FIGURE 10-35.
50. Spiral Ring 65. Fan
Pulley Removal
1. Remove pulley (3, Figure 10-24) from the drive
end by removing nut (1) using an air impact
wrench and a 30 mm socket. Also, remove
washer (2) and woodruff key (49).
FIGURE 10-37.
20. Drive End Housing 64. Anti-Drive End
58. Shell Housing
FIGURE 10-36.
1. Nut 49. Woodruff Key
2. Washer
NOTE: Removal of the pulley may require a three

jaw gear puller.

NOTE: Disassembly of the alternator can be made 3. Remove and discard nine lock flange nuts (14)
easier by using a support stand, as shown. The from anti-drive end housing (64) using a 9 mm
Support Stand section in this chapter provides socket.
dimensions to manufacture the stand.
FIGURE 10-40.
FIGURE 10-38.
14. Lock Flange Nuts 64. Anti-Drive End
Housing
4. Remove anti-drive end housing (64) from shell

(58).
The alternator weighs approximately 32 kg (70 NOTE: Removal may require the use of a three jaw
lbs). Be careful when moving or positioning the gear puller.
alternator to prevent personal injury.
2. Position the alternator in the support stand with

the anti-drive end facing up.
FIGURE 10-41.
58. Shell 74. Three Jaw
64. Anti-Drive End Gear Puller
Housing
FIGURE 10-39.

5. Remove and discard two O-rings (63) from 7. Remove and discard spiral ring (50) from carrier
inside diameter of anti-drive end housing (64). ring (51).
.

63. O-Rings 64. Anti-Drive End
Housing 50. Spiral Ring 51. Carrier Ring
6. Remove bearing (62) from rotor shaft (48) along

Anti-Drive End Rotor Removal
with ring carrier (51) using a three jaw gear puller.
1. Remove one Torx screw (46) using a number
T25 Torx bit. Scribe a mark on the face of the
rotor at the center of the screw hole. This will be
used to correctly position the rotor during
assembly.
FIGURE 10-43.
48. Rotor Shaft 62. Bearing
51. Ring Carrier
FIGURE 10-45.
46. Screw 47. Rotor

NOTE: If necessary to loosen rust, use an air chisel
with a rounded-point hammer bit to vibrate the area
between screw holes on the rotor face.
4. Thread three screws (46) into the puller holes.
Tighten the screws evenly to start removing
The rotor retaining screws have been installed
rotor (47) from rotor shaft (48).
with a thread lock compound (Loctite). DO NOT
use air impact tools to remove screws (46). Use .
only hand tools to carefully remove these
screws. Using air tools can cause the screws to
break, resulting in damage.
FIGURE 10-48.
46. Screw 48. Rotor Shaft
47. Rotor
FIGURE 10-46.
46. Screw 47. Rotor

2. Remove remaining five Torx screws (46) using
a number T25 Torx bit.
3. Clean out three threaded puller holes in top of Threaded screws (46) may not be long enough to
rotor (47). completely remove rotor (47) from the rotor shaft. If
necessary, use a three jaw gear puller to completely
remove the rotor. Using the three jaw gear puller
may damage the rotor if it is rusted to the rotor shaft.
FIGURE 10-47.
46. Screw 47. Rotor

FIGURE 10-49.
47. Rotor. 74. Three Jaw
Gear Puller

5. Remove the rotor from the rotor shaft. 2. Place the alternator in the support stand with
the drive end facing up.
FIGURE 10-50.
FIGURE 10-52.
Drive End Housing Removal

3. Remove cover plate (7) by removing six Torx
screws (6) using a number T20 Torx bit.
Ensure the single mark has been scribed

between drive end housing (20) and shell (58).
This mark will be used during the assembly pro-
cess to correctly align the two parts.
1. Position the support stand so the large diameter

hole is facing up.
FIGURE 10-53.
6. Screw 7. Cover Plate
FIGURE 10-51.

4. Remove six hex jam nuts (11, Figure 10-54) 5. Mark the location of the six phase leads for
using an 11 mm socket. Remove the phase proper reassembly. Place a different identifica-
leads from the terminals. If necessary, remove tion mark on both the housing and each phase
flat washers (12, Figure 10-55) and insulators lead terminal.
(13).
FIGURE 10-56.
FIGURE 10-54.
11. Hex Jam Nuts 20. Drive End Housing
6. Remove and discard nine lock flange nuts (14)
using a 9 mm socket.

12. Flat Washers 13. Insulators
14. Lock Flange Nuts 20. Drive End Housing

7. Remove the sealing compound from the face of 9. Carefully pull out and disconnect plug (30) from
the drive end housing where the field coil leads receptacle (33) by releasing the lock and dis-
enter the control unit connecting the gray plug assembly.
.

8. Remove five Torx screws (6) from control unit 30. Plug 33. Receptacle
cover (21) using a T20 Torx bit. Remove control
unit cover (21).
10. Remove orange wedge lock (32).
FIGURE 10-61.
30. Plug 32. Wedge Lock
FIGURE 10-59.
6. Screw 21. Control Unit Cover

11. Using a small flat-blade screwdriver, release the 13. Pull the field coil leads through the opening in
female pin connectors from the plug assembly. the drive end housing.
12. Remove the two field coil leads from plug (30), 14. Lift drive end housing (20), along with rotor (47)
and remove the orange seal from the field coil and rotor shaft (48), off of shell assembly (58).
leads. This may require two people; one to lift the
housing, and the other to guide the phase leads
out of the housing.
FIGURE 10-63.
20. Drive End Housing 30. Plug
FIGURE 10-65.
20. Drive End Housing 48. Rotor Shaft
47. Rotor 58. Shell Assembly

15. Remove pulley bushing (4). 16. Remove spiral ring (5) from pulley bushing (4)
and discard.
FIGURE 10-66.
4. Pulley Bushing 20. Drive End Housing FIGURE 10-68.
4. Bushing 5. Spiral Ring
NOTE: Use a pair of expandable pliers and gently

wiggle (move side-to-side) the pulley bushing out of 17. Place drive end housing (20) into a hydraulic
the housing. press with the outer surface of the housing sup-
ported by the press table.
FIGURE 10-67.
4. Pulley Bushing 75. Expandable Pliers FIGURE 10-69.
20. Drive End Housing 77. Hydraulic Press

18. Press rotor shaft (48) out of front bearing (9). 20. Remove flat retainer ring (10) using heavy-duty
internal snap ring pliers. Save the ring.
FIGURE 10-70.
FIGURE 10-72.
9. Front Bearing 48. Rotor Shaft
10. Flat Retainer Ring 9. Front Bearing
19. Remove beveled retainer ring (8) using heavy-

duty internal snap ring pliers. Save the retainer 21. Place the drive end housing face down on a
ring. hydraulic press with the outer surface of the
housing supported by the press table.
FIGURE 10-71.
FIGURE 10-73.
8. Beveled Retainer 9. Front Bearing
Ring

2. Remove one Torx screw (46) using a number
T25 Torx bit. Scribe a mark on the face of the
rotor at the center of the screw hole. This will be
used to correctly position the rotor during
assembly.
Use a bearing driver with a slightly smaller diam-
eter than the outer race of the bearing. Pressing
against the inner race of the bearing will cause
bearing damage.
22. Use a bearing driver to remove the bearing from
the housing. Discard the bearing.
FIGURE 10-76.
46. Screw 47. Rotor
FIGURE 10-74.
The rotor retaining screws have been installed
Drive End Rotor Removal with a thread lock compound (Loctite). DO NOT
1. If necessary, remove drive end rotor (47) from use air impact tools to remove screws (46). Use
rotor shaft (48), using the following steps. only hand tools to carefully remove these
screws. Using air tools can cause the screws to
3. Remove remaining five Torx screws (46) using

a number T25 Torx bit.
4. Place rotor (47) and rotor shaft (48) into a
hydraulic press and remove the shaft. Ensure
the rotor is fully supported by the press table.
FIGURE 10-75.
47. Drive End Rotor 48. Rotor Shaft

Field Coil Removal 4. Reposition the alternator in the support stand
with the drive end facing up.
DO NOT damage or bend studs (61).

the anti-drive end facing up.
2. Permanently mark the letters ADE on the sur-
face of field coil (60) in the location of the miss-
ing screw.
3. Remove eight Torx screws (53) using a number
T15 Torx bit.
FIGURE 10-78.
5. Permanently mark the letters DE on the surface

of field coil (60) in the location of the missing
screw.
6. Remove eight Torx screws (53) using a number
T15 Torx bit.
FIGURE 10-77.
53. Screws 60. Field Coil
Field coil retaining screws (53) have been

installed with a thread lock compound (Loctite).
DO NOT use air impact tools to remove screws. FIGURE 10-79.
Use only hand tools to carefully remove these
screws. Using air tools can cause the screws to 53. Screws 60. Field Coil

7. Place XA3320 field coil removal/installation tool
on top of the field coil.
DO NOT damage the field coil leads during the

removal process.
NOTE: If a new field coil will be installed, mark the
letters (in the same location and orientation) from
Steps 2 and 5 on the new replacement field coil.
9. Carefully remove the field coil from the stator.

The clearance between the field coil and stator
is minimal. Use caution during the removal pro-
cess. As the field coil is removed, ensure the
two field coil leads are removed without dam-
FIGURE 10-80. age.
8. Engage the recessed areas of the tool with the NOTE: In some instances, removal of the field coil
field coil bobbin ears. Rotate the tool clockwise may be easier by placing the anti-drive end of the
approximately five degrees to release the field alternator in an upward position and pulling the field
coil from the stator tabs. coil out of the stator.
FIGURE 10-82.
FIGURE 10-81.

Drive End and/or Anti-Drive End Stator Removal 4. Permanently scribe or etch a single mark
aligned with the center of two stud holes, across
the top surface of anti-drive end stator (59) and
end of shell (58). Repeat at an adjacent hole.
Remove and replace one faulty stator at a time.

This process will ensure the alignment of stators
(56, 59) to shell (58). Refer to the appropriate
Installation section for specific installation
instructions.
the drive end facing up.
2. Permanently scribe or etch a single mark,
aligned with the center of a stud hole, across
the top surface of drive end stator (56) and end
of shell (58).
FIGURE 10-84.
58. Shell 59. Anti-Drive End

Stator
A single scribe mark identifies the stator as the

drive end stator. The double mark identifies the
stator as the anti-drive end stator. It is critical
FIGURE 10-83. that these marks be precisely aligned during
assembly. If the marks are not precisely aligned,
56. Drive End Stator 58. Shell the phase leads, field coil leads, and the mount-
ing holes will not properly align. If a new stator is
3. Reposition the alternator in the support stand being installed, it is critical to precisely transfer
with the anti-drive end facing up. the location of the mark(s) to the new part.

5. Remove the shell assembly from the support 8. Position the shell in the support stand with the
stand. Remove hex head nuts (54) from studs faulty stator in a downward position. Place sta-
(61) using a deep well 6 mm socket. Discard tor installation/removal tool XA3320 on top of
nuts (54). Use expandable pliers to hold the the tabs of the stator being removed. Ensure
enlarged portion of the stud. the recessed portion of the tool is fully engaged
with the stator tabs
Ensure the stator installation/removal tool is

engaged with the stator tabs of the part being
removed and not the stator in the upper position.
The shell assembly is manufactured with a raised
area in the center of the shell. The stators can
only be removed by pushing them out through
the end of the shell.
9. Place the shell assembly into a hydraulic press

and remove the faulty stator. Figure 10-86
FIGURE 10-85. shows the drive end stator being removed.
54. Hex Head Nuts 61. Studs
NOTE: Hex head nuts (54) have been installed using

a thread locking compound. Use care when
removing.
6. Remove and save nine studs (61) from the sta-

tors.
7. If a stator needs to be replaced, remove only
the faulty stator.
a. If removing the anti-drive end stator, place a
mark on the drive end stator where each
anti-drive end phase lead is located. Cut the
three terminals off the anti-drive end phase
FIGURE 10-86.
leads and discard.
b. If removing the drive end stator, break out NOTE: The tabs of the stator may bend slightly
the six glued in wedges on the drive end sta- downward during the removal process. Continued
tor with the anti-drive end phase leads downward pressure will push the stator out of the
behind them. shell.

10. Carefully pull the three anti-drive end stator CLEANING AND INSPECTION
phase leads through the spaces between the 1. Ensure all parts being reused are thoroughly
stator windings. clean.
2. Ensure all parts being reused are in good condi-
tion. Replace any damaged parts.
ALTERNATOR ASSEMBLY
Before starting the installation procedure, ensure all
the parts are available and in good condition.
Replace any damaged parts before assembly.
All electrical wiring connections are coated with

a Dow Corning® 1-2577 low VOC RTV coating or
FIGURE 10-87. equivalent. DO NOT use a coating containing
acetic acid (vinegar smell) on any electrical com-
11. If it is necessary to remove the other stator, first ponents. Using any other coating will cause part
reinstall a new stator in place of the removed damage.
stator. Then, reposition the shell in the hydraulic
press with the remaining stator in a downward
position.
The following replacement parts are mandatory:

spiral rings (5, 50), O-rings (63), lock nuts (14),
bearings (9, 62), and all lock washers. All small
hardware is included in a kit. Refer to the Parts
book.
Anti-Drive End Stator Installation

This procedure assumes the drive end stator is
already installed in the shell, and a new anti-drive
end stator is being installed.
NOTE: New stators do not have terminals on the
phase leads. The leads must be cut to length,
FIGURE 10-88. insulation sleeves installed, and terminals soldered
onto the wires during final assembly.
12. Place the shell assembly into a hydraulic press
and remove the other faulty stator (56 or 59).
1. Precisely transfer the two scribed assembly
marks from faulty anti-drive end stator (59) to
the replacement stator.
2. Place the stator in the opening of shell (58).

NOTE: If the drive end stator will not be replaced, 4. Insert six alignment studs through the holes in
route the phase leads from the replacement anti- anti-drive end stator (59) aligning them with the
drive end stator through the corresponding spaces holes in drive end stator (56).
(marked in Step 7a of the Disassembly procedure,
.
page 55) between the drive end stator windings. New
insulation sleeves and terminals will be installed on
the phase leads during final assembly.
FIGURE 10-91.
56. Drive End Stator 59. Anti-Drive End

Stator
FIGURE 10-89. 5. Place the shell with the stator into a hydraulic
press. Place stator installation tool XA3322 on
top of the stator.
3. Align the two scribed marks on the stator with
the scribed marks on shell (58). It is critical that
these scribed marks be carefully aligned. If the
marks are not precisely aligned, the wiring and
the mounting holes will not properly align.
FIGURE 10-92.
FIGURE 10-90.

8. If the drive end stator needs to be replaced, fol-
low the steps in the next section. If the drive end
stator does not need replacement, go to the
Field Coil Installation section in this manual.
Ensure the shell is supported in a hydraulic Drive End Stator Installation

press so the alignment studs are not damaged by
This procedure assumes the anti-drive end stator is
the supports.
already installed in the shell, and a new drive end
6. Press the stator into the shell. The top surface stator is being installed.
of stator (59) will be flush with the end of shell
(58) when fully installed. 1. Precisely transfer the scribed assembly mark
from faulty drive end stator (56) to the replace-
. ment stator.
2. Place the stator in the opening of the shell.
3. Route three anti-drive end stator phase leads
through the corresponding spaces between the
drive end stator windings.
NOTE: There are two methods for routing the anti-
drive end phase leads. Follow either Step 3a or 3b.
a. Primary method (recommended): Break out

the six wedges on the replacement drive end
stator. Route the phase leads through the
corresponding spaces between the drive end
stator windings. Glue the six replacement
FIGURE 10-93. wedges in place using the recommended
58. Shell 59. Stator epoxy adhesive after the drive end stator is
pressed in place.
7. Remove the shell and stator assembly from the
press. Remove the installation tool. Remove the
six alignment studs.
FIGURE 10-95.
FIGURE 10-94.

b. Alternative method: Remove the insulation 4. Place the stator in the opening of the shell. Pre-
sleeves from the three anti-drive end phase cisely align the scribed mark. It is critical that
leads. DO NOT damage the insulation this scribed mark be carefully aligned. If the
sleeves during removal. Carefully feed the mark is not precisely aligned, the wiring and the
terminal ends up through the corresponding mounting holes will not properly align.
spaces between the drive end windings. Use
a pick tool to pull the terminals though the
windings. Reinstall insulation sleeves after
the drive end stator is pressed in place.
FIGURE 10-97.
5. Insert six alignment studs through the holes in

the drive end stator aligning them with the holes
FIGURE 10-96. in the anti-drive end stator.
If the insulation sleeves are damaged or not

installed properly, excessive damage can be
caused to the alternator when current is pro-
duced during operation.
FIGURE 10-98.

6. Place the shell with the stator in a hydraulic 8. Remove the shell and stator assembly from the
press. Place stator installation tool XA3322 on press. Remove the installation tool. Remove the
top of the stator. Position the studs in the open- six alignment studs.
ings of the tool.
FIGURE 10-101.
FIGURE 10-99.
NOTE: Precisely align the alignment marks on both
stators and the shell. If they are not aligned, remove
the stator(s) and reinstall.
9. Install nine studs (61) through stators (56 and

Position the shell in a hydraulic press so the 59). Install the studs from the anti-drive end of
alignment studs are not damaged by the sup- the alternator with the enlarged portion of the
ports. stud on the anti-drive end.
7. Press the stator into the shell. The top surface

of drive end stator (56) will be flush with end of
shell (58) when fully installed.
FIGURE 10-102.
56. Drive End Stators 61. Studs

59. Anti-Drive End
Stators
FIGURE 10-100.
56. Drive End Stator 58. Shell

10. Install hex head nuts (54) onto the studs. Use a 2. Align the letters ADE on the field coil with the
suitable thread lock compound such as Loctite non-tabbed portion of the stator, and route the
222. Tighten the nuts to 3 N·m (30 in. lb) in an two field coil leads through the corresponding
alternating pattern. space between the stator windings.
Field Coil Installation

NOTE: If a new field coil is being installed, transfer
the letters ADE (anti-drive end) and DE (drive end)
from the faulty field coil to the corresponding
locations on the replacement field coil.
1. Position shell (58) on the support stand with the

drive end facing down.
FIGURE 10-104.
NOTE: New field coils do not have terminal pins

installed on the leads. The leads must be cut to
length and the new terminal pins crimped on during
final assembly.
FIGURE 10-103.
58. Shell 73. Support Stand

3. Carefully push the field coil downward through 5. Engage the recessed areas of the tool with the
stator tabs (59). The clearance between the field coil bobbin ears. Rotate the tool clockwise
field coil and stator is minimal and will require approximately five degrees to engage the field
care during the installation process. As the field coil with the stator tabs. Ensure the letters ADE
coil is installed, ensure the two wires are not are now aligned with the non-tabbed area of the
damaged. Push the field coil downward until the stator.
mating surfaces between the field coil bobbin
ears and the stator tabs are vertically aligned.
FIGURE 10-107.
FIGURE 10-105.
6. Install eight field coil screws coated with a
59. Stator Tabs 60. Field Coil thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 N·m (20
in. lb).
4. Place field coil removal/installation tool XA3320
on top of the field coil.
FIGURE 10-108.
FIGURE 10-106.

DO NOT install a screw in the marked hole DO NOT install a screw in the marked hole
because there is no corresponding stator tab. If because there is no corresponding stator tab. If
installed, the screw will fall into the stator cavity, installed, the screw will fall into the stator cavity,
damaging internal parts during operation. damaging internal parts during operation.
Drive End Bearing Installation

7. Reposition the shell assembly in the support
1. Install flat retainer ring (10) into the drive end
stand with the drive end facing up.
housing, as shown, using heavy-duty, internal
snap ring pliers.
FIGURE 10-109.
FIGURE 10-111.
8. Install eight field coil screws coated with a 10. Flat Retainer Ring 76. Snap Ring Pliers
thread locking compound (such as Loctite 222
or equivalent). Tighten the screws to 2 N·m (20
in. lb).
Fully support the housing before pressing the

bearing into the housing. Position the diameter of
the bearing driver against the outer bearing race.
Pressing on the inner race of the bearing will result
in bearing damage.
FIGURE 10-110.

2. Place drive end housing (20) and front bearing 4. Lubricate the spiral ring with Komatsu grease
(9) in a hydraulic press. Press the bearing into XA3401. Wind new spiral ring (5) into the
the bore until completely seated against the flat groove around pulley bushing (44).
retainer ring.
FIGURE 10-114.
FIGURE 10-112.
5. Spiral Ring 44. Pulley Bushing
9. Front Bearing 20. Drive End Housing
5. Compress spiral ring (5) and install pulley bush-

3. Install beveled retainer ring (8) using heavy- ing assembly into the inside bore of the drive
duty, internal snap ring pliers. Position the bev- end housing. Position the thickest flange of the
eled portion of the retaining ring facing up. pulley bushing facing up (towards the inside of
the alternator).
FIGURE 10-113.
FIGURE 10-115.
8. Beveled Retainer 76. Snap Ring Pliers
Ring 5. Spiral Ring 20. Drive End Housing

Drive End Rotor Installation Rotor and Rotor Shaft Installation
1. If removed, install drive end rotor (47) onto shaft 1. Press rotor and rotor shaft assembly (47, 48)
assembly (48). into drive end housing (20).
a. Place the rotor and rotor shaft assembly into
a hydraulic press with the rotor shaft fully
supported.
b. Place drive end housing (20) onto rotor shaft
(48).
c. Press the drive end housing onto the rotor
shaft. Press the housing onto the shaft using
a bearing driver, which will press against the
inner bearing race.
FIGURE 10-116.
47. Drive End Rotor 48. Shaft Assembly
2. Center the screw hole in rotor shaft (48) with

the slot in rotor (47).
FIGURE 10-118.
20. Drive End Housing 48. Rotor Shaft

47. Rotor Assembly Assembly
When installing the drive end housing, press

only on the inner race of the bearing. Pressing on
any other surface will result in bearing damage.
FIGURE 10-117.
47. Drive End Rotor 48. Shaft Assembly

2. Rotate the shaft to verify the bearing moves
3. Install five Torx screws (46) using a T25 Torx bit. freely.
Apply thread lock compound (Loctite 222) and
tighten to 7 N·m (65 in. lb). DO NOT install a
screw in the marked hole at this time.
4. Ensure the screw hole has remained centered
in the slot on the face of the rotor. Apply thread
lock compound (Loctite 222) and install the
screw. Tighten to 7 N·m (65 in. lb).

Drive End Housing Installation 3. As the drive end housing is installed, guide the
two field coil leads and the six stator phase
1. Place shell assembly (58) into the support
leads through the proper openings in the drive
stand with the drive end facing up.
end housing.
NOTE: If necessary, install new terminal ends on the
wires. On the stator phase leads cut the wires to
length, strip the correct amount of wire insulation,
install insulating sleeves over the wires, and solder
on the new terminal ends. On the new field coil leads,
cut the wires to length, strip the correct amount of
wire insulation, and crimp on the new terminal pins.
FIGURE 10-119.
58. Shell Assembly 73. Support Stand
DO NOT damage the stator windings or studs FIGURE 10-121.

while repositioning the alternator.
2. Align the scribed marks on the drive end hous-

ing and the shell. Install the rotor shaft and
housing assembly onto the shell. A rod can be
used to verify the mounting tabs on the shell
and the drive end housing are properly aligned.
FIGURE 10-120.

4. Install nine new lock flange nuts (14) onto studs 6. Place the stator phase leads onto the stator
(61). Tighten the nuts to 5 N·m (45 in. lb) using phase lead studs and install new hex jam nuts
an alternating pattern. (11). Tighten the nuts to 3 N·m (30 in. lb).
14. Lock Flange Nuts 61. Studs 11. Jam Nuts 20. Drive End Housing
5. Install insulator (13) and then flat washer (12)

on the stator phase lead studs.
Position the insulation sleeves on the stator

phase leads over the arm of each terminal ring to
avoid a possible short circuit.
FIGURE 10-123.
12. Flat Washer 13. Insulator

7. Lubricate the spiral ring with Komatsu grease 9. Guide the two field coil leads through the open-
XA3401. Wind new spiral ring (5) into the ing in the drive end housing and into the control
groove around pulley bushing (4). housing.
4. Pulley Bushing 5. Spiral Ring
8. Compress spiral ring (5) and install pulley bush-

ing assembly (4) into the outside of drive end
housing (20). Position the thickest flange of the
pulley bushing facing up (towards the outside of
the alternator).
FIGURE 10-126.
4. Pulley Bushing 20. Drive End Housing

Assembly
5. Spiral Ring

10. Install the orange wire seal over the field coil 11. Connect plug assembly (30) with receptacle
leads. Install the two terminal sockets into plug assembly (33).
assembly (30). Install orange wedge (32) to lock
the sockets into the plug.
FIGURE 10-129.
30. Plug Assembly 33. Receptacle

Assembly
12. Apply Dow Corning® 1-2577 low VOC RTV, or

equivalent, onto all electrical connections. Also,
seal the opening where the field coil leads enter
the control unit.
FIGURE 10-128.
30. Plug Assembly 32. Wedge
NOTE: Ensure the brown wire in the plug assembly

corresponds to the white wire in the receptacle
assembly. Ensure the red wire corresponds with the
black wire.
FIGURE 10-130.

13. Install cover plate (7). Apply thread lock com- Anti-Drive End Rotor Installation
pound (Loctite) and install six Torx screws (6) 1. Reposition the alternator in the support stand
using a T20 Torx bit. Tighten the screws to 3 N·m with the anti-drive end facing up.
(30 in. lb).
FIGURE 10-133.
FIGURE 10-131.
6. Screws 7. Cover Plate
2. Install anti-drive end rotor (47) onto shaft
assembly (48). Align the previously-scribed
14. Apply Dow Corning® 1-2577 low VOC RTV, or mark on the face of the rotor with the center of
equivalent, onto the cover before installing. the screw hole.
Install control unit cover (21). Apply thread lock
compound (Loctite) with five Torx screws (6)
using a T20 Torx bit. Tighten to 3 N·m (30 in.
lb).
FIGURE 10-134.
47. Anti-Drive End Rotor 48. Shaft Assembly
FIGURE 10-132.
6. Screws 21. Control Unit Cover

3. Apply thread lock compound (Loctite) and Anti-Drive End Housing Installation
install five Torx screws (46) using a T25 Torx bit. 1. Lubricate the spiral ring with Komatsu grease
DO NOT install a screw in the scribed hole at XA3401. Wind new spiral ring (50) into the
this time. Tighten the five screws to 7 N·m (65 groove of carrier ring (51).
in. lb).
FIGURE 10-137.
FIGURE 10-135.
46. Screw 47. Rotor 50. Spiral Ring 51. Carrier Ring
2. Install two new O-rings (63) in anti-drive end

4. Ensure the alignment mark has remained cen- housing (64).
tered with the screw hole. Apply thread lock
compound (Loctite), install the screw. Tighten to
7 N·m (65 in. lb).
FIGURE 10-138.
63. O-Rings 64. Anti-Drive End
FIGURE 10-136. Housing
46. Screw 47. Rotor

3. Compress spiral ring (50) and install carrier ring 5. Apply thread lock compound (Loctite 222) and
assembly (51) into the anti-drive end housing, install nine new lock flange nuts (14). Tighten to
(towards the inside of the alternator). This part 5 N·m (45 in. lb) in an alternating pattern.
can be installed in either direction.
FIGURE 10-141.
FIGURE 10-139.
14. Lock Flange Nuts 64. Anti-Drive End
50. Spiral Ring 51. Carrier Ring Housing
Assembly
6. Install anti-drive end bearing (62) over the rotor

4. Align the installation scribe marks on shell (58) shaft. Place the shell assembly into a hydraulic
and anti-drive end housing (64). Install the anti- press. Press the bearing into the bore of anti-
drive end housing over rotor shaft (48) and nine drive end housing (64) until it is completely
studs (61). seated against the pulley bushing.

48. Rotor Shaft 61. Studs
62. Bearing 64. Anti-Drive End
58. Shell 64. Anti Drive-End
Housing
Housing

10. Install fan guard (68). Apply thread lock com-
pound (Loctite). Install Allen head screws (69)
using a 3 mm Allen socket wrench. Tighten the
screws to 7 N·m (65 in. lb).
When installing the anti-drive end bearing, press

only on the inner race of the bearing. Pressing on
any other surface will result in bearing damage.
7. Rotate the shaft to verify the bearing moves freely.

8. Lubricate the spiral ring with Komatsu grease
XA3401. Wind new spiral ring (50) into the
groove around fan (65).
FIGURE 10-143.
50. Spiral Ring 65. Fan
FIGURE 10-145.
9. Install the fan onto the rotor shaft with Bellville
washer (66) and nut (67). Use an air impact 68. Fan Guard 70. Grommets
wrench and a 24 mm impact socket to tighten 69. Allen Head Screws
the nut to 6 N·m (50 ft lb).
.
NOTE: Verify the metal grommet washers are still in
grommets (70).
FIGURE 10-144.

11. Remove the alternator from the support stand. NOTE: The setting of this switch can depend on the
Install woodruff key (49) in the rotor shaft. type of battery being used. Refer to Battery in this
Install pulley (3) with flat washer (2) and nut (1). chapter for additional information.
Use an air impact wrench and a 30 mm impact
socket to tighten the nut to 163 N·m (120 ft lb).
2. Place the regulator on the alternator. Install four
screws (38) with Bellville washers (39) using an
8 mm socket. Tighten the screws to 8 N·m (70
in. lb).
FIGURE 10-146.
1. Lock Nut 49. Woodruff Key
2. Flat Washer
FIGURE 10-148.
Regulator Installation
38. Screws 39. Bellville Washers
1. Set the selectable voltage set point switch on
the back side of the regulator to the correct
position.
3. Connect wiring harness (36) to voltage regula-
tor (37).
FIGURE 10-147.
FIGURE 10-149.
36. Wiring Harness 37. Voltage Regulator

THERMAL SWITCH 3. Remove the plastic tie strap securing the wires
together.
Removal
1. Disconnect wiring harness plug (36) from volt-
age regulator (37).
FIGURE 10-152.
FIGURE 10-150. 4. Remove all the sealant from around thermal

switch (22).
36. Wiring Harness Plug 37. Voltage Regulator
2. Remove nine Torx screws (6) using a T20 Torx

bit. Remove covers (21, 26).
FIGURE 10-153.
22. Thermal Switch
FIGURE 10-151.
6. Screws 26. Stud Assembly
21. Control Unit Cover
NOTE: If desired, disconnect field coil plug (30) from

receptacle (35). This will provide additional clearance
when removing the thermal switch.

5. Remove hex head bolt (23) using a 13 mm 7. Remove thermal switch (22).
socket. Also, remove Bellville washer (24) and a. Reposition the two insulation sleeves to
flat washer (25). expose the wiring connections.
b. Remove the heat shrink insulation from both
wiring connections.
c. Unsolder each wire from the wiring terminal
sleeves.
FIGURE 10-154.
23. Hex Head Bolt 25. Flat Washer
24. Bellville Washer
6. Identify and mark the wiring terminals for proper FIGURE 10-156.
reassembly. These terminals must be reinstalled
in the same location as they were removed.
The order of the connections from top to bottom is:
rectifier terminal (1)
rectifier terminal (1),
B+/sense terminal (2),
thermal switch terminal (3),
flat washer,
Bellville washer, and
bolt
FIGURE 10-157.
FIGURE 10-155.

Installation SUPPORT STAND
1. Place the appropriate diameter heat shrink Disassembly of the alternator can be made easier by
insulation onto the thermal switch wires. using a support stand, as shown. This drawing pro-
2. Solder the new thermal switch wires into the vides the dimensions to manufacture the stand.
wiring terminal sleeves.
3. Position the heat shrink insulation over each
wiring connection and apply heat to seal the
connection.
4. Reposition the insulation sleeve over each wir-
ing connection.
5. Place the wiring terminal connections in the cor-
rect order. Refer to Step 6, Removal, for the
proper installation order. Install hex head bolt
(23) with lock washer (24) and flat washer (25).
Tighten the bolt to 28 N·m (20 ft lb).
The thermal switch connection is coated with a

Dow Corning® 1-2577 low VOC RTV coating, or FIGURE 10-158.
equivalent. DO NOT use a coating containing
acetic acid (vinegar smell) on any electrical com-
ponents. Using any other coating will cause part
damage.
6. Coat the thermal switch connection with Dow

Corning® 1-2577 low VOC RTV coating, or
equivalent.
7. Secure the wires together using a plastic tie
strap.
8. Apply Dow Corning® 1-2577 low VOC RTV
coating, or equivalent, onto the cover plates
before installing. Install control unit cover plates
(21, 26). Apply a thread lock compound (Loc-
tite) to the screws with nine Torx screws (6)
using a T20 Torx bit. Tighten to 3 N·m (30 in.
lb).
9. Connect wiring harness (36) to voltage regula-
tor (37).

SECTION D11
VHMS COMPONENTS
INDEX
VHMS BASIC FEATURES 3
Gather Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Convert and Record Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-3
Communicate Data to Off-Board Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-4
USING THE VHMS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5

Turning the VHMS System ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Normal VHMS Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-5
Turning the VHMS System OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
Downloading from the VHMS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-6
VHMS DATA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7

Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Machine History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
VHMS History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-7
Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Manual Snapshots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-8
Trends . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Histogram (Load Map) Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-10
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-11
Alarm and Snapshot Triggers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
Satellite Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-12
VHMS DIAGNOSTIC FEATURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
VHMS LED Digits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14
VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-15
ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-16
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-17
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11-18
D11005 VHMS COMPONENTS D11-1

NOTES:
D11-2 VHMS COMPONENTS D11005

VHMS COMPONENTS
VHMS BASIC FEATURES Convert and Record Data
The center of the VHMS system is the VHMS control- VHMS controller (2, Figure 11-1) processes data
ler which gathers data about the operation of the received from external controllers and stores the fol-
truck from sensors and other controllers installed on lowing data in internal memory:
the truck. Refer to Figure 11-1 for an overview of the
1. Fault codes from the engine, Interface Module,
VHMS system components.
and PLM III
For instructions on how to use VHMS software pro- 2. Snapshots of data when specific fault codes
grams, refer to VHMS Software elsewhere in this occur
section. For error codes, check-out and troubleshoot-
3. Trends of specific engine and chassis parame-
ing procedures, refer to VHMS Troubleshooting and
ters
Check-out Procedures elsewhere in this section.
4. Load map and other measures of engine and
chassis usage
Gather Data 5. Haul cycle summary information, including pay-
load, distance traveled, and travel times
The VHMS controller gathers data from three
sources. Real-time and alarm data from each con- In addition to data gathered from external controllers,
troller is gathered continually. In addition, haul cycle the VHMS records information about the vehicle and
summary data from the PLM III is requested by the VHMS usage, including:
VHMS controller one time per day. 6. Key ON and engine ON record
The VHMS system performs three primary functions: 7. VHMS configuration changes.
1. Gathers data from on-board sources:

a. PLM III Controller
b. Interface Module (IM)
c. Engine Controllers
2. Converts data into usable formats and record
into permanent memory.
3. Communicates data to off-board systems:
a. Satellite (OrbComm)
b. Laptop Personal Computer (PC) Download
NOTE: The electric drive system does provide a
limited number of faults to the interface module.
Refer to VHMS Troubleshooting else where in this
section for a complete listing of fault codes generated
by the drive system.
FIGURE 11-1. VHMS SYSTEM COMPONENTS

1. Orbcomm Controller 4. Red LED Digits
2. VHMS Controller 5. Green LED Light
3. Interface Module

FIGURE 11-2. VHMS SYSTEM
Communicate Data to Off-Board Systems

The VHMS has two methods to communicate data to In order to collect all the necessary machine data, a
off-board systems: preventative maintenance (P.M.) snapshot needs to
be recorded every 500 hours of operation. The snap-
• Via satellite to the WebCARE database
shot and other data is then downloaded into a laptop
• Download to a laptop PC running the VHMS PC. This data is to be sent to Komatsu via the FTP
Technical Analysis Toolbox software program which is a part of the VHMS Technical Anal-
Communication to the satellite (using OrbComm) ysis Tool Box program. Refer to the check-out proce-
occurs automatically, but only sends critical data dure for more detailed information regarding a P.M.
items. OrbComm controller (1, Figure 11-1) is snapshot.
located inside the auxiliary cabinet. OrbComm
antenna (1, Figure 11-3) is mounted on the front left
corner of the cab by magnetic mount (2).
Communication to a laptop PC occurs whenever a
user connects a laptop PC to the VHMS controller
and requests a data download. All VHMS data is
available for download to a laptop PC. Once down-
loaded to a laptop PC, the information is then sent to
Komatsu via FTP. This data is then compiled at the
Komatsu computer server. Based on this information,
the local Komatsu distributor will suggest improve-
ments and provide information aimed at reducing
machine repair costs and downtime.

Turning the VHMS System ON
The VHMS controller is turned on by the truck key
switch (circuit 712). Immediately after receiving input
from the key switch signal, the VHMS controller
begins its power-up initialization sequence. This
sequence takes about three seconds, during which
time red LED digits (4, Figure 11-1) on the top of the
VHMS controller unit will display a circular sequence
of flashing LED segments. The VHMS controller will
not support a connection from a laptop PC or a man-
ual snapshot during this initialization time.
The VHMS controller is connected directly to the bat-
tery circuit which provides a constant 24 volt signal
from the truck batteries. However, the VHMS control-
ler has the ability to turn itself off, and will do so auto-
matically within three minutes after the key switch is
turned off.
The battery disconnect switch, located at the

truck battery box, will remove 24 volt power from
FIGURE 11-3. ORBCOMM ANTENNA the VHMS controller and cause the VHMS con-
troller to LOSE ALL DATA gathered since the key
1. Orbcomm Antenna 2. Magnetic Mount switch was last turned ON. DO NOT disconnect
the batteries until the VHMS controller has com-
pleted its shutdown operations and has turned
off its LED digits.
USING THE VHMS SYSTEM

The primary tool for configuring, downloading, and Normal VHMS Operation
viewing VHMS data is the VHMS Technical Analysis The red LED digits on the top of the VHMS controller
Toolbox software. Use of this software requires: indicate the current condition of the VHMS system.
• A laptop PC running Windows 95/98/2000/ME/ The possible conditions are shown in Table 1.
XP operating system
• A serial cable to connect the laptop PC to the Table 1: VHMS STATUS
VHMS controller LED DISPLAY DESCRIPTION
Refer to the VHMS Technical Analysis Tool Box Flashing LED seg- Power-on initialization
instruction manual for additional information about ments in circular
using this software. sequence
NOTE: It is recommended that the engine be OFF Numeric display, Normal Operation
when downloading or configuring the VHMS counting 00 - 99 at
controller. rate of 10 numbers
per second
Flashing Fault Codes Normal operation, but a
fault code is active
NOTE: Only a limited number of fault codes are

displayed on the LED display. Most fault conditions
are recorded internally in the VHMS controller, but
are NOT indicated on the LED digits.

Turning the VHMS System OFF Downloading from the VHMS Controller
The VHMS controller is connected directly to the Downloading data requires a laptop PC running Win-
truck batteries, but will remain in normal operation dows 95/98/2000/ME/XP operating system, the
only if the truck key switch input (circuit 712) is on. VHMS Technical Analysis Toolbox software, and a
When the VHMS controller senses that the truck key serial cable to connect the laptop PC to the VHMS
switch has been turned off, it finishes its internal pro- controller. Refer to the VHMS Technical Analysis
cessing and then saves recent data into permanent Tool Box instruction manual for additional information
memory. This process can take up to three minutes. about using this software.
If 24 volt power is removed from the VHMS controller When a download to a laptop PC is performed, cer-
before it has time to save data to permanent mem- tain files are generated to store data. A listing of the
ory, data loss or corruption may occur. file types and data is shown in Table 2.
The VHMS controller will turn off the red LED digits VHMS diagnostic port (2, Figure 11-4), located on
when it is off. the D.I.D. panel at the rear of the operator cab, is
used to download from the VHMS controller.
Do not remove 24 volt power from the VHMS con-

troller unless the red LED digits on the VHMS
controller are off!
FIGURE 11-4. DIAGNOSTIC PORTS

1. IM Diagnostic Port
2. VHMS Diagnostic Port

Table 3: File Types of Download Data
File Name Data Type Description
cyc_int0 Cycle Interval Changes in engine speed
csvdata_3f.csv Temporary Brake Load Map
Fault0.csv Fault History Records all faults
index00.csv Index Lists all common data files
loadm1.csv Temporary Load Map
mcn_his0.csv Machine History Key On, Key Off
m_area0.csv Running Area Map Records engine operation distribution
m_drct0.csv Running Direction Map Records engine performance movement
snap00.csv Snapshot Records snapshot data over time period
vhmshis0.csv VHMS History Records changes to VHMS
*.k Zipped File Contains all data files
VHMS DATA ITEMS Machine History
Fault Codes The VHMS controller maintains a history of the most

recent 400 Key ON and Engine ON conditions.
The VHMS controller maintains a history of the most
recent 600 fault codes. For each fault code, the
VHMS controller records the following information:
VHMS History
1. Fault Code Number
The VHMS controller maintains a history of the most
2. SMR (service meter reading) when the fault recent 400 VHMS configuration changes. The VHMS
occurred controller will record a history entry each time one of
3. Time/Date when the fault occurred the following configuration changes occurs:
4. SMR (service meter reading) when the fault 1. Changing the date or time of the VHMS control-
cleared ler
5. Time/Date when the fault cleared 2. Changing the OrbComm satellite settings
3. Performing a VHMS memory clear operation
If a fault occurs more than once within 30 minutes,
the VHMS controller will only maintain a single fault
entry, but will count the number of times the fault
occurred and cleared. This feature prevents an inter-
mittent fault that occurs repeatedly from filling up the
fault memory.
Serious fault conditions will be sent to WebCARE via
the OrbComm satellite network, as well as being
recorded in permanent memory. Some fault codes
are configured to generate a snapshot when they
occur. Refer to Table 6 for detailed information show-
ing which fault codes will send data to WebCARE
and which ones trigger a snapshot.

Snapshots Manual Snapshots
A snapshot is a time history of real-time data that is A manual snapshot is taken by pressing the data
recorded before and after the instant that a fault code store button (1, Figure 11-5), located at the rear of
occurs. The VHMS controller is continually recording the center console. When the 7.5 minute snapshot is
real-time data for various engine data items. This being recorded by the VHMS controller, VHMS snap-
allows the VHMS controller to record data for the shot in progress light (2) will be illuminated. During
time period before and after a fault code occurred. the first five minutes, the LED will be on continuously.
During the next two minutes, the LED will flash
Only certain fault codes generate snapshots. When a
slowly. During the last 30 seconds, the LED will flash
snapshot enabled fault code occurs, the VHMS con-
rapidly.
troller will record data for 330 seconds (5.5 minutes)
before the fault to 120 seconds (2 minutes) after the Manual snapshots are used to record current
fault. machine data, and can then be downloaded and
stored in a laptop PC. These snapshots can be used
In order to conserve storage memory, the VHMS
to observe current conditions on a machine. Over
controller records snapshot data at two different
time, these snapshots can be compared and trends
sample rates. Each data item is recorded at a rate of
can be monitored. During the snapshot recording
one sample every 10 seconds up until 30 seconds
period, the machine should be driven over a variety
prior to the fault occurrence. Each data item is then
of conditions so useful data can be collected.
recorded at a rate of one sample per second from 30
seconds prior to 120 seconds after the fault occur-
rence.
If a snapshot enabled fault condition occurs more
than one time, the VHMS controller will record the
snapshot for the first (earliest) fault occurrence. The
only exception is the manual snapshot button, in
which case the VHMS controller will record the latest
(most recent) snapshot.
Refer to Table 3 for all the items that are recorded in
each snapshot.
FIGURE 11-5. REAR OF CENTER CONSOLE

1. Data Store Button
2. VHMS Snapshot In Progress Light

Table 4: Snapshot Data
Data Item Data Source Model Note
Engine Coolant Temperature Cummins QUANTUM Controller
Engine Oil Pressure Cummins QUANTUM Controller
Accelerator Position% Cummins QUANTUM Controller
Engine Speed Cummins QUANTUM Controller
Exhaust Gas Temperature (Left Front) Cummins CENSE Controller
Exhaust Gas Temperature (Left Rear) Cummins CENSE Controller
Exhaust Gas Temperature (Right Front) Cummins CENSE Controller
Exhaust Gas Temperature (Right Rear) Cummins CENSE Controller
Engine Oil Temperature Cummins CENSE Controller
Fuel Rate Cummins QUANTUM Controller
Boost Pressure Cummins QUANTUM Controller
Blow-by Pressure Cummins QUANTUM Controller
Vehicle Speed PLM III
Sprung Weight PLM III
haul cycle State PLM III
Brake Pressure Interface Module
Hoist Pressure 1 Interface Module
Hoist Pressure 2 Interface Module
Steering Pressure Interface Module
Front Left Brake Oil Temperature Interface Module 930E Only
Front Right Brake Oil Temperature Interface Module 930E Only
Rear Left Brake Oil Temperature Interface Module 930E Only
Rear Right Brake Oil Temperature Interface Module 930E Only
Ambient Temperature Interface Module
Hydraulic Oil (Tank) Temperature Interface Module 830E Only

Trends The VHMS controller maintains an engine speed vs.
fuel rate histogram called the Engine Load Map, and
The VHMS controller develops trends by monitoring
a brake pressure vs. speed histogram.
real-time data, and reducing the data into 20 hour
statistical values. For each trended data item, the The Engine Load Map histogram shows time-at-level
VHMS controller can determine the maximum value, for specific engine speed and fuel rate combinations.
minimum value, and average value during the pre-
The Brake Pressure vs. Speed histogram shows
ceding 20 hour period. Table 4 shows the type of
time-at-level for specific brake pressure and vehicle
statistical data recorded for each item.
speed combinations.
NOTE: Trend data is only collected when the engine
Two engine load maps are maintained in the VHMS
is running.
controller. The Permanent Load Map contains load
Histogram (Load Map) Data map data for the life of the engine. The Temporary
Load Map contains load map data since the most
The VHMS controller develops histograms by sam- recent memory clear action.
pling data every 100ms while the engine is running.
The data is presented as a two dimensional histo- Although the engine data is sampled every 100ms
gram showing time-at-level for various combinations internally, the histograms are only updated every two
of the two input data items. hours.
Table 3: Trend Data

Data Item Data Source MAX AVG MIN Model
Notes
Engine Coolant Temperature QUANTUM Controller X X
Engine Oil Pressure QUANTUM Controller X X
Engine Speed QUANTUM Controller X
Atmospheric Pressure QUANTUM Controller X
Exhaust Gas Temperature CENSE Controller X
Engine Oil Temperature CENSE Controller X
Fuel Rate QUANTUM Controller X
Boost Pressure QUANTUM Controller X
Blow-by Pressure QUANTUM Controller X
Brake Pressure Interface Module X X
Hoist Pressure 1 Interface Module X
Hoist Pressure 2 Interface Module X
Steering Pressure Interface Module X
Front Left Brake Oil Temperature Interface Module X X 930E Only
Front Right Brake Oil Temperature Interface Module X X 930E Only
Rear Left Brake Oil Temperature Interface Module X X 930E Only
Rear Right Brake Oil Temperature Interface Module X X 930E Only
Ambient Temperature Interface Module X X X
Hydraulic Oil (Tank) Temperature Interface Module X X 830E Only

Haul Cycle Data VHMS controller maintains a record of the payload
summary data from the past 100 daily transmissions
The VHMS controller downloads haul cycle data from
to OrbComm.
Payload Meter III one time every 24 hours, at a time
specified by the VHMS Setting Tool software. The NOTE: The haul cycle summary statistics exclude
data consists of a summary report of all haul cycles haul cycles that the Payload Meter III controller has
completed in the past 24 hours. The summary data marked as 'not trusted'. The total number of haul
items are listed in Table 5. cycles that occurred during the summary period, but
were excluded from the summary, are indicated in
After receiving the haul cycle summary data from
the 'Total Excluded Cycles' field. See the Payload
Payload Meter III, the VHMS controller immediately
Meter III coverage in Section M, Options, for more
attempts to send the data to WebCARE via the Orb-
information on excluded cycles.
Comm satellite. The haul cycle summary data is also
stored in VHMS controller internal memory. The
Table 4: Haul Cycle Data

Summary Data Item Description
Summary Start Time Start time of first haul cycle in summary
Summary End Time Start time of last haul cycle in summary
Total Cycles Total haul cycles included in this summary
Total Excluded Cycles Total haul cycles occurring during summary period, but excluded from the statistics
Average Carried Load Average Gross Payload
Standard Deviation of Carried Load Standard Deviation of Gross Payload
Number of Loads Over Rated Number of haul cycles with carried load > rated payload for this truck.
Number of Loads Over 110% Number of haul cycles with carried load > 110% of rated payload for this truck.
Number of Loads over 120% Number of haul cycles with carried load > 120% of rated payload for this truck.
Maximum Carried Load Maximum carried load during this summary
Maximum Speed EMPTY Maximum truck speed while truck was empty
Average Speed EMPTY Average truck speed while truck was empty
Maximum Speed LOADED Maximum truck speed while truck was loaded
Average Speed LOADED Average truck speed while truck was loaded
Maximum Sprung Load Maximum instantaneous sprung weight recorded during this summary
Average Maximum Sprung Load Average of all 'Maximum Sprung Load' values recorded in each haul cycle
Maximum Frame Torque Maximum instantaneous frame torque recorded during this summary
Average Maximum Frame Torque Average of all 'Maximum Frame Torque' values recorded in each haul cycle.
Right Front Tire TKPH Total tire ton kilometer per hour recorded for the right front tire.
Left Front Tire TKPH Total tire ton kilometer per hour recorded for the left front tire
Rear Tires TKPH Total tire ton kilometer per hour recorded for the rear tires
Relative Application Severity Total frame damage recorded during this summary
Reserved_1 Future Use

Alarm and Snapshot Triggers Satellite Features
Serious fault conditions will be sent to WebCARE via The VHMS controller sends data to WebCARE via
the OrbComm satellite network, as well as being the OrbComm satellite network in the following con-
recorded in permanent memory. Some fault codes ditions:
are configured to generate a snapshot when they 1. A fault code occurs that has been configured for
occur. transmission via OrbComm.
Table 6 shows which fault codes trigger a snapshot 2. A periodic event occurs, such as reception of
and which fault codes will be sent to WebCARE via daily PLM III summary data or a 20 hour trend.
satellite. 3. A remote request for data is received via the
satellite network.
Table 5: Alarm and Snapshot Triggers

VHMS VHMS Fault Description Source Sent via Snapshot Model Notes
Fault OrbComm Trigger
Code
#A018 RR Flat Cylinder Warning PLM III X 830E-AC
#A019 LR Flat Cylinder Warning PLM III X 830E-AC
#A101 Pump Filter Switches IM X 830E-AC
#A107 Propel System Caution IM X 830E-AC
#A108 Propel System Temp Caution IM X 830E-AC
#A109 Propel System Reduced Level IM X 830E-AC
#A115 Low Steering Precharge IM X 830E-AC
#A124 No Propel / Retard IM X 830E-AC
#A125 No Propel IM X 830E-AC
#A126 Hydraulic Tank Level IM X 830E-AC
#A127 IM Sensor +5V Low IM X 830E-AC
#A128 IM Sensor +5V High IM X 830E-AC
#A190 Auto Lube Switch IM X 830E-AC
#A193 High Hydraulic Tank Oil Temp IM X X 830E-AC
MFA0 Manual Trigger Manual X X All
C00115 Speed Signal Lost Engine X X All
C00135 Oil Pressure Circuit Failed High Engine X X All
Continued

Table 6: Alarm and Snapshot Triggers (Continued)
Code
C00143 Low Oil Pressure Engine X X All
C00151 High Coolant Temperature Engine X X All
C00155 High IMT LBF Engine X X All
C00158 High IMT LBR Engine X X All
C00162 High IMT RBF Engine X X All
C00165 High IMT RBR Engine X X All
C00214 High Oil Temperature Engine X X All
C00219 Remote Oil Level Low Engine X X All
C00233 Low Coolant Pressure Engine X X All
C00234 Engine Overspeed Engine X X All
C00235 Low Coolant Level Engine X X All
C00261 High Fuel Temperature Engine X X All
C00292 OEM Temp out of Range Engine X X All
C00293 OEM Temp Failed High Engine X All
C00294 OEM Temp Failed Low Engine X All
C00296 OEM Pressure Out of Range Engine X X All
C00297 OEM Pressure Failed High Engine X All
C00298 OEM Pressure Failed Low Engine X All
C00473 Remote Oil Level Signal Invalid Engine X X All
C00555 High Blow-by Pressure Engine X X All
C00639 Intake Air Leak LBR Engine X X All
C00641 High Exh Temp #1 LB Engine X All
C00651 High Exh Temp #1 RB Engine X All

VHMS DIAGNOSTIC FEATURES VHMS CONTROLLER
The VHMS system provides several basic data items The VHMS controller collects and stores signals from
that are useful for troubleshooting failures in the sensors and data from other controllers. It also gives
VHMS system itself. commands for transmitting the accumulated data
through the communications system. The controller
operates on 20VDC - 30VDC.
Fault History
The Fault History recorded in the VHMS controller
can help identify failures within the VHMS system
and in the communications network to the engine
controllers, interface module, or PLM III. For a com-
plete listing of all the error codes, refer to the VHMS
Troubleshooting and Checkout Procedures in this
section.
VHMS LED Digits

The VHMS controller indicates some system errors
or communication errors on two red LED digits (2,
Figure 11-6) on the controller. Error codes are
flashed as a two-part sequence. If no errors are
occurring, the VHMS LED's count from 00 - 99 con-
tinuously at a rate of 10 numbers per second. For a
complete listing of all the error codes, refer to the
VHMS Troubleshooting and Checkout Procedures in
this section.
The VHMS controller also has two red LED lights (10
and 11, Figure 11-6).
Light (10) PLM III communication
• OFF - no communication with the PLM III
controller
• ON - is communication with the PLM III controller
FIGURE 11-6. VHMS CONTROLLER
Light (11) OrbComm
1. VHMS Controller 7. Connector CN1
• OFF - no communication with OrbComm
controller 2. LED Digit Display 8. Connector CN2A
3. Connector CN3B 9. Connector CN2B
• ON - communication with OrbComm controller 4. Connector CN3A 10. PLM III Light
• FLASHING - satellite in view 5. Connector CN4B 11. OrbComm Light
6. Connector CN4A

Removal Installation
If the VHMS controller has to be replaced, the follow- 1. Install the new VHMS controller and connect
ing steps must be performed in order to maintain the wiring harnesses to it. Connect the laptop
accurate information after the controller has been PC to the VHMS controller with the serial cable.
replaced. If the new VHMS controller is not set up 2. Connect battery power. Turn the key switch
correctly (like the one being removed), the data in the ON, but do not start the engine.
controller and at WebCARE may not be usable. 3. With the VHMS Setting Tool software, enter the
Some steps will require using a laptop PC and the Service ID and choose the “Save/Load” func-
VHMS Setting Tool software or the VHMS Technical tion.
Analysis Tool Box software. For more detailed 4. From the file menu, select “Load”.
instructions on performing these steps with a laptop 5. Capture a screen shot (“Alt” and “Print Screen”
PC and software, refer to VHMS Software elsewhere keys at the same time) of the Save Confirma-
in this section. tion window, paste it into a Microsoft Word doc-
During the controller replacement process, two data ument and save it.
downloads will have to be taken (one before, one 6. Click the [OK] button to load the settings.
after) and sent to WebCARE. Also, a VHMS Initial- 7. Click the [Apply] button to reset the controller,
ization form will have to be filled out and sent to then click the [OK] and [Yes] buttons to confirm.
Komatsu North America as shown on the form. Then select the [Close] button.
8. Fill out a “VHMS Initialization” form and send it
1. With the key switch OFF, connect a laptop PC to Komatsu as instructed on the form.
to the VHMS controller using the serial cable. 9. Exit the VHMS Setting Tool program.
2. Using a laptop PC and the VHMS Technical 10. Turn the key switch OFF and wait three min-
Analysis Tool Box software, perform a complete utes.
data download from the VHMS controller.
11. Turn the key switch ON. Wait three minutes and
3. Save this data so it can be sent to WebCARE at watch for any error messages on the VHMS
a later time when a connection to the internet is controller LED lights that might indicate a prob-
available. lem in the system.
4. Using the VHMS Setting Tool software, enter
12. If there are no error messages, continue to Step
the Service ID and choose the “Save/Load”
13. If there are error messages, refer to the
function.
VHMS Troubleshooting and Checkout proce-
5. From the File menu, select “Save”. dures elsewhere in this section.
6. Capture a screen shot (“Alt” and “Print Screen”
13. Using a laptop PC and the VHMS Technical
keys at the same time) of the Save Confirma-
Analysis Tool Box software, perform a complete
tion window, paste it into a Microsoft Word doc- data download from the VHMS controller.
ument and save it.
14. Confirm the download data is good by using the
7. Click the “OK” button to save the settings.
VHMS Technical Analysis Tool Box software.
8. Exit the VHMS Setting Tool program. Make sure the settings are correctly applied by
9. Turn the key switch OFF. looking at the date, time, SMR, etc.
10. Wait three minutes, then disconnect battery 15. Turn the key switch OFF. Disconnect the laptop
power. PC from the VHMS controller.
11. After the two LED lights are off, disconnect the 16. Use internet access available to the laptop PC
wiring harnesses and remove the VHMS con- to send the download data set that was taken
troller. before the VHMS controller was removed from
the truck to WebCARE. Use the FTP feature
built into the VHMS Technical Analysis Tool
Box program to send the files.
17. Use the FTP program to send the download
data set that was taken after the new VHMS
controller was installed to WebCARE.

ORBCOMM CONTROLLER Installation
The OrbComm controller receives data from the 1. Install the OrbComm controller. Connect the
VHMS controller and sends this data through the wire harnesses to the controller.
antenna to the Komatsu computer center. 2. Turn the key switch ON, but do not start engine.
Wait three minutes and watch for any error
messages on the VHMS controller LED lights
Removal that might indicate a problem with the Orb-
Comm controller or communications to the con-
1. Turn the key switch OFF. Disconnect battery
troller.
power by using the battery disconnect switches.
3. If there are no error messages, turn the key
2. Disconnect the wire harnesses from the Orb-
switch OFF. If there are error messages, refer
Comm controller.
to the VHMS Troubleshooting and Checkout
3. Remove the OrbComm controller. Procedures elsewhere in this section.
4. Fill out the “VHMS Initialization” form and send
it to Komatsu as instructed on the form. Failure
to submit the form to Komatsu will prevent
machine data from being sent to the Komatsu
computer center.
NOTE: The new controller should come with a
special Orbcomm Terminal Activation form that
includes space to list the failed controller serial
number and new controller serial number. Komatsu
must have this information to maintain accurate data.
5. It may take up to two weeks for Komatsu to acti-
vate the new OrbComm controller. During this
time, a manual download of data must be taken
one time each week using a laptop PC. This
data must then be sent to WebCARE using the
FTP feature in VHMS Technical Analysis Tool
Box program. Keep downloading data and
sending it to WebCARE one time each week
until the new OrbComm controller has been
activated.
FIGURE 11-7. ORBCOMM CONTROLLER Komatsu will notify the person who performed
the controller replacement by e-mail when the
1. OrbComm Controller 3. Connector CN1B new controller has been activated and no more
2. Connector CN1A 4. Antenna Connector manual downloads will have to be performed.

INTERFACE MODULE
The interface module collects data from various sen- 6. Turn the key switch OFF and wait one minute.
sors and sends this information to the VHMS control- 7. Turn the key switch ON, but do not start the
ler through the main wiring harness. engine. Wait three minutes and watch for any
error messages on the VHMS controller LED
If a new interface module is purchased, the operating
lights that might indicate a problem in the sys-
system (software) has to be installed into the new
tem.
interface module. To install the operating system, a
laptop PC must be connected to the IM diagnostic 8. If there are no error messages, turn the key
port (1, Figure 11-4). Two software programs are switch OFF. If there are error messages, refer
required to install the software: the operating system to the VHMS Troubleshooting and Checkout
and the program to perform the installation of the procedures elsewhere in this section.
software (flashburn).
Removal
1. Turn the key switch OFF. Wait three minutes to
allow the VHMS controller to process and store
data.
2. Disconnect the battery using the battery discon-
nect switch.
3. Disconnect the wiring harnesses from the inter-
face module.
4. Remove the mounting hardware and remove
the interface module.
Installation
1. Install the interface module. Attach all wire har-
nesses to the interface module.
2. Refer to the VHMS Software instructions to
install the flashburn program on a laptop PC.
3. Connect the laptop PC to IM diagnostic port (1,
Figure 11-4).
4. Turn the key switch ON, but do not start the
engine. FIGURE 11-8. INTERFACE MODULE
5. Run the flashburn program to install the operat- 1. Interface Module 3. Connector IM2
ing system into the interface module. Make sure 2. Connector IM1 4. Connector IM3
the correct operating system is installed for the
model of truck that is being serviced. Refer to
the VHMS Software section for more details on
programming the interface module.

SENSORS Pressure Sensors
Temperature Sensors Four pressure sensors (Figure 11-10) have been

added to the truck to monitor various hydraulic cir-
Temperature sensors (Figure 11-9) monitor the cuits. The four circuits are:
ambient air temperature and the hydraulic oil temper-
ature. An ambient air temperature sensor is located • both inlets to the hoist valve
on the left side of the air blower inlet duct for the trac- • steering supply circuit
tion alternator. The hydraulic oil temperature sensors
• front brake apply circuit
are located at each wheel to measure the oil temper-
ature as it leaves each brake assembly.
The hoist pressure sensors are both located right at
the inlet of the hoist valve. The front brake apply
pressure sensor is located in the brake circuit junc-
tion block in the hydraulic cabinet behind the cab.
The steering pressure sensor is located on the bleed-
down manifold in the port labeled “TP2”.
FIGURE 11-9. TEMPERATURE SENSOR
FIGURE 11-10. PRESSURE SENSOR
1. Pin 1, Input (Brown) 3. Sensor

2. Pin 2, Signal (Red)

SECTION D12
VHMS SOFTWARE
INDEX
VHMS SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
NECESSARY SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
NECESSARY TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-3
VHMS SYSTEM SET UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
INTERFACE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
FLASHBURN PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
INTERFACE MODULE APPLICATION CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-4
INTERFACE MODULE REALTIME DATA MONITOR SOFTWARE PROGRAM . . . . . . . . . . . D12-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
Using The Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
VHMS SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
VHMS TOOL BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
VHMS SETTING TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-5
VHMS INITIALIZATION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
D12004 VHMS SOFTWARE D12-1

1. VHMS CONTROLLER SETUP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
VHMS Setting Tool software program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
Select Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-6
VHMS Setting Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Machine Information Setting (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Machine Information Setting (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
Date & Time Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-7
GCC Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
Setting Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-8
2. VHMS SNAPSHOT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-9
3. VHMS DOWNLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-10
4. LOCATION OF DOWNLOAD FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-10
5. VHMS FTP UPLOAD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-11
6. VHMS INITIALIZATION FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-12
WHEN REPLACING A VHMS CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-13
To Set: Date & Time; Satellite; Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-15
Review Setting Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12-17
D12-2 VHMS SOFTWARE D12004

VHMS SOFTWARE
To work with the Vehicle Health Monitoring System The data files, application code and flashburn soft-
(VHMS) system, several special tools and software ware are only required if the interface module is
programs are required. Refer to Tables 1 and 2 for being replaced. Replacement interface modules from
detailed information on VHMS software and tools. Komatsu do not have any software installed in them.
Refer to the following pages for detailed information NOTE: Be aware that the software and data files are
on how to perform certain procedures using VHMS updated periodically. Check with the local Komatsu
specific software. distributor for the latest software versions.
NECESSARY SOFTWARE
Table 1: VHMS Software

Part Number Name Description Source
Version 3.04.03.01 VHMS Technical To maintain VHMS system Komatsu Distributor
Analysis Tool Box
Version 3.06.00.00 VHMS Setting Tool To initialize VHMS system Komatsu Distributor
1.1.0.0 Install.exe Interface Module Use to watch inputs and outputs in the inter- Komatsu Distributor
Realtime Data Moni- face module
tor Software Version
1.1.0.0 Install.exe
EJ3055-2.exe Flashburn Software To install application code in interface module Komatsu Distributor
EM2126-0.exe 830E-AC Application code for interface module Komatsu Distributor
Application Code
1.4.7.39 PDM Payload Meter III Data Manager Komatsu Distributor
EJ0575-5 PLM III PLM III Controller Software to work with VHMS Komatsu Distributor
NECESSARY TOOLS
Table 2: VHMS Tools

Part Number Name Description Source
Laptop PC 200 MHz or higher Purchased Locally
64 MB RAM or more
Serial or USB Port
CD/DVD -Rom drive
Floppy Drive
Windows 95/98/2000/ME/XP
Serial cable (RS232) Purchase locally Purchased Locally
Male DB9 connector at one end
Female DB9 connector at other end
Adaptor USB port to RS232 (serial) port adapter Purchased Locally
(If laptop PC does not have an RS232 port,
this adaptor is required)

VHMS SYSTEM SET UP INTERFACE MODULE APPLICATION
CODE
The following topics are covered in detail.
Installation
INTERFACE MODULE
The application code is truck specific software that is
• Flashburn Program installed into the interface module. Application code
• Interface Module Application Code is installed using the Flashburn program.
• Interface Module Realtime Data Monitor 1. Using a laptop PC, save the application code
Software files to a folder on a local hard drive (such as
C:\temp).
VHMS CONTROLLER
•830E-AC - File name is EM2126-0.exe
• VHMS Tool Box 2. Double click on the correct application code file
• VHMS Setting Tool so it will extract the file. Chose a folder on a
local hard drive to save the file into (such as
• VHMS Initialization Procedure
C:\temp).
• VHMS Snapshot Procedure
•830E-AC - File name is EM2126-0.kms
• VHMS Download Procedure 3. Using a serial cable, connect the laptop PC to
• Location of Download Files the IM-Diag connector located near the inter-
face module.
• VHMS FTP Upload Procedure
4. Start the Flashburn program.
• VHMS Initialization Forms
5. Select [Download Application to Product].
• When Replacing a VHMS Controller
INTERFACE MODULE
FLASHBURN PROGRAM
Installation
The Flashburn program is used to install the applica-
tion code into the interface module controller.
1. Save the file EJ3055-2.exe to local drive on a 6. Be sure the power is off to the interface module.
laptop PC. Then click [Next].
2. Double click on the “EJ3055-2.exe” file to 7. Select the correct COM port. Then click [Next].
extract the files to a directory (such as C:\temp).
8. Select the correct “.KMS” file. Then click [Next].
3. Inside that directory, double click on
“Setup.exe” to install the Flashburn program. Flashburn will now install the application code into
4. Follow the on screen prompts to install the pro- the interface module.
gram.

INTERFACE MODULE REALTIME DATA VHMS CONTROLLER
MONITOR SOFTWARE PROGRAM
The Interface Module Realtime Data Monitor Soft- VHMS TOOL BOX
ware is used to display the data going into and out of
Installation
the interface module. The program is installed onto a
laptop PC. 1. Insert the CD. The VHMS Technical Analysis
Tool Box software will begin installing automati-
Installation cally.
1. Copy the file onto the laptop PC hard drive. 2. Accept the recommended defaults and finish
2. Double click on the file and follow the screen installing VHMS Technical Analysis Tool Box.
prompts to install the software. 3. Double-click on the new icon on the desktop,
VHMS Technical Analysis Tool Box.
4. Initialize the software by inserting the Set Up
Using The Program Disk.
1. Start the Interface Module Realtime Monitor 5. Enter the User Name. The User Name is user.
program. 6. Enter the Password. The Password you entered
2. Click on the [Select Serial Port] menu item. the first time will be your Password from then
Select the correct communication port. It will forward, unless you change it.
usually be Com1. 7. VHMS Technical Analysis Tool Box is installed.
3. Click on the [Start/Stop] menu item and choose
[Start].
4. Logging?
5. Click on the [Units] menu to select the desired VHMS SETTING TOOL
units to display the information.
Installation
1. Insert the CD. If the VHMS Technical Analysis
Tool Box software begins installing automati-
cally, select the [Cancel] button to stop the
installation process.
2. Open My Computer.
3. Right-click on the CD drive and select Open.
4. Open the Setting Tool folder.
5. Double-click on the Setup.exe file.
6. Accept the recommended defaults and finish
installing VHMS Setting Tool.

VHMS INITIALIZATION PROCEDURE 1. VHMS CONTROLLER SETUP
PROCEDURE
When a new VHMS equipped machine is being
assembled, there are several procedures to perform VHMS Setting Tool software program
in order to initialize the VHMS system. Following the
1. Start the VHMS Setting Tool software program.
procedures will ensure a smooth initialization pro-
There will be three choices to choose from.
cess which should not take longer than an hour to
complete. To ensure the initialization process has • Use the [VHMS Setting] function to initialize a
been completed properly, check off each item on the machine or change a machine's settings.
list below as it is done. It is important to complete the • Use the [When VHMS needs to be replaced]
entire procedure at one time. Submitting a data function when replacing a machine's VHMS
download with a date and SMR that does not match controller.
the VHMS Initialization form will not allow the system
to be initialized. • Use the [Review setting information] function
when only needing to view a machine's settings.
NOTE: The interface module must be fully
operational before initializing the VHMS controller.
The initialization procedure consists of the following: Select Operation
2. Select VHMS Setting, then click [Next].
1. VHMS Controller Setup Procedure
2. VHMS Snapshot Procedure
3. VHMS Download Procedure
4. Location Of Download Files
5. VHMS FTP Upload Procedure
6. VHMS Initialization Forms

VHMS Setting Function Machine Information Setting(2)
3. Select Set up & All clear if initializing a machine, 5. Verify that the Machine Information Settings are
then click [Next]. correct. If not, enter the correct settings. Then
click [Next].
Machine Information Setting(1)

4. Verify that the Machine Information Settings are
correct. If not, enter the correct settings. Then
click [Next].
Date & Time Setting

6. Enter the correct Time Zone, Date and Time.
Check [DST (Summer Time)] if the machine's
location uses Daylight Savings Time. Then click
[Next].

GCC Setting 9. Click [YES].
7. Choose the correct GCC code. The GCC code
tells machines equipped with Orbcomm which
satellite ground station to use. Then click [Next].
10. Click [OK].
11. Click [OK]. The VHMS Setting Tool program will

close.
Setting Summary
8. Verify that all the setting information is correct
and click [Apply].

2. VHMS SNAPSHOT PROCEDURE c. Lower the dump body to the frame, then hold
it in the power down position momentarily.
A snapshot through the VHMS system records
important data about different systems on the d. Turn the steering wheel to full left, then full
machine. Take snapshots on a periodic schedule right against the stops momentarily.
and store them as part of the machine history. These e. Travel forward to maximum speed and apply
snapshots can then be compared and trends can be the brakes hard.
analyzed to predict future repairs.
f. Travel in reverse.
A single snapshot records machine data for 7.5 min-
utes. g. On an 830E-AC truck, perform a horsepower
check using a laptop PC connected to the
NOTE: On a 830E-AC drive truck, a laptop PC GE drive system.
should also be connected to the GE drive system to
4. The white LED will begin flashing slowly after
allow for maximum horsepower check of the engine
five minutes has elapsed, then flash rapidly dur-
during the snapshot recording process.
ing the last 30 seconds.
5. Wait until the LED has finished flashing. After
1. Allow the machine to run until it is at normal one more minute, turn the key switch OFF to
operating temperatures. stop the engine. Verify the VHMS controller red
LED display is off.
2. Press and hold the GE data store switch for
three seconds, then release. The white data 6. Use VHMS Technical Analysis Tool Box pro-
store in progress LED should illuminate. gram to download the snapshot data into a lap-
top PC. Use the FTP feature to send the
3. While the manual snapshot is being taken,
download data to WebCARE.
operate the machine.
a. Operate the engine at high and low idle.
b. Raise the dump body to the full dump posi-
tion.

3. VHMS DOWNLOAD PROCEDURE 16. Select the [Machine History] option from the list
on the left side of the screen.
NOTE: Always verify a full download has been taken
before disconnecting the laptop PC from the 17. Verify that the key ON/OFF and engine ON/OFF
machine. records are recorded correctly.
1. Turn the key switch to the OFF position to stop 18. Exit any open windows on the laptop PC.
the engine. 19. Verify a full download has been taken. Refer to
2. Turn the key switch to the ON position, but DO Location of Downloaded Files on Computer for
NOT start the engine. more detailed instructions.
3. Allow the VHMS controller to start up. This 20. Disconnect the VHMS cable from the laptop PC
should take about one minute. Verify the red and from the machine.
LED display starts counting up.
21. Turn the kewswitch to OFF.
4. Attach the VHMS serial cable to the machine's
VHMS port, and the other end to the laptop
PC’s serial port.
5. Double-click on the VHMS Technical Analysis
Tool Box icon on the laptop PC's desktop. 4. LOCATION OF DOWNLOAD FILES
6. Enter the appropriate User Name and Pass- When a download using VHMS Technical Analysis
word and click the [OK] button. Tool Box is performed, several files are downloaded
7. Double-click on the [Download] icon. onto the computer. They are organized in a specific
8. Select the COM port in the Port No. drop-down way so that they can be used by VHMS Technical
box and click the [Connection] button. Analysis Tool Box at a later time. This structure is
9. Verify that the date and time is correct for cur- created automatically when the computer is used to
rent local date and time. Also verify that the dis- perform the download from the VHMS controller. The
played service meter hours are equal to the situation may arise where the files need to be sent to
value entered previously. someone, or someone gives these files to you.
10. If this is the first time this laptop PC has con- 1. Open Windows Explorer by right-clicking on the
nected to the machine, you will need to down- Start button and choosing Explore.
load its definition file by clicking the [OK] button. 2. In the left frame, the computer's file structure
will be displayed. The right frame will show the
11. Verify that a manual snapshot (MFAO) has
details for the folder that is highlighted in the left
been recorded. The display should show an
frame.
item named “Snapshot” with the code MFAO
and text “Manual Trigger”. 3. In the left frame, navigate to the download files.
12. On the Download screen, click the [Select All]

button. All items will become checked. The basic path is as follows:
13. Click the [Download] button. The download may - Desktop
take one to ten minutes. Generally, if there are - My Computer
several snapshots in the download items, the - Local Disk (C:)
download will take longer. - VHMS_Data
14. Click the [OK] button to complete the download. - Model
- Serial Number
15. Verify that the “Download Completed” message
- Date
is displayed. Click on [Exit].
- Check Number
NOTE: The Date folder is named in the format
YYYYMMDD.

5. VHMS FTP UPLOAD PROCEDURE
After downloading, the VHMS data resides on the
laptop PC that performed the download. At this point,
it can be reviewed and analyzed using VHMS Tech-
nical Analysis Tool Box on this laptop PC only. In
order to make this data available to others, it must be
sent to an online database named WebCARE. Once
the data has been uploaded (ftp'd) to WebCARE, it is
accessible to anyone with an internet connection and
an ID and password.
VHMS Technical Analysis Tool Box is used to per-
form the ftp upload. Perform an ftp upload as soon as
the person who performed the download can obtain
an internet connection. All downloads should be
uploaded to WebCARE.
1. Double-click on the VHMS Technical Analysis

Tool Box icon on the laptop PC's desktop.
The screenshot shows the location of where the 2. Enter the appropriate user name and password
VHMS download files reside on a computer. The and click the [OK] button.
Check Number folder is named in the format 3. Double click the [FTP] icon.
CHK000#. Each time a download is taken, it is
placed in one of these folders. The first download will
be in the CHK0001 folder. If a second download is
taken on the same day, will be in the CHK0002
folder, etc.
Once the appropriate folder is selected, the contents
will be shown in the right frame. These files can then
be e-mailed or copied to a disk.
4. At the ftp Client Login window, enter the ftp
If someone provides VHMS download files through User ID and Password.
e-mail or on a disk, the same folder organization User ID = komatsu
must be created in order to view them in VHMS Password = vhms
Technical Analysis Tool Box.
5. The target directory should be set to the laptop
PC's hard drive (usually drive C:\).
a. Double-click the VHMS_Data folder to drop
down the model folders.
b. Double-click the appropriate model folder to
drop down the serial number folders.
c. Double-click the appropriate serial number
folder to drop down the date folders.

d. Double-click the appropriate date folder to 9. If the sending file was uploaded successfully,
drop down the check number folders. the file will appear in the OK window. If the
sending file was not uploaded successfully, the
e. Double-click the appropriate check number
file will appear in the NG (No Good) window.
folder to display its contents in the files win-
Make sure the laptop PC has an internet con-
dow.
nection.
6. Some models will automatically create a send-

ing file during the download process. Others 10. Click the [OK] button, then the [Exit] button.
need to have the sending file created at this Close all other open windows.
time. A sending file is just a compressed ver-
sion of all the other downloaded files. If there is
already a sending file in the Send File window,
you do not need to perform this step. If there is
not a sending file in the Send File window, click
the [Make Sending File] button.
6. VHMS INITIALIZATION FORMS

NOTE: The compressed sending file will look similar
Complete the initialization check list and initialization
to this file name, and will always end with a “.K”.
forms found in this section. Send the initialization
P_830E_-_A30761_1105208857.K
form to Komatsu.
Initialization is now complete.
7. After selecting the correct file to send, click the
[Send (FTP)] button.
8. Click the [Yes] button to verify that you want to
upload the data to WebCARE.

WHEN REPLACING A VHMS 3. Click the [Save] button.
CONTROLLER
Refer to VHMS Components, VHMS controller
removal and installation instructions (elsewhere in
this section) for replacing a VHMS controller. Follow
the steps below when using the VHMS Setting Tool
software to save the data and settings so they can be
transferred from the old controller to the new control-
ler.
1. Select the [When VHMS Needs To Be

Replaced] function.
4. Click the [OK] button.
5. Replace the VHMS controller as described

elsewhere in this section.
2. Select the [Save current setting before replace-

ment of VHMS controller] function.

6. Select the [Use previous setting after replace- 8. If the correct data is not showing, click the
ment of VHMS controller] function. [Select File] button and choose the correct data.
Then click the [Next] button.
7. Verify that the data showing is the data to be 9. Enter the correct Time Zone, Date and Time
loaded and then click the [Next] button. information. Check [DST (Summer Time)] if the
machine's location uses Daylight Savings Time.
Click the [Apply] button.

10. Click the [OK] button. To Set: Date & Time; Satellite; Payload Meter
• Date & Time
• Satellite
• Payload Meter
1. Select the [VHMS Setting] function, then click
the [Next] button.
11. Click the [OK] button. The Setting Tool Program

will close.
2. Select the [Set up only] function, then click the

[Next] button.

3. After selecting one of the following choices, 5. Satellite: Select the correct country location
click the [Next] button. from the drop-down menu, then click the [Apply]
button to change the setting.
• [Date & Time]
• [Satellite]
• Payload Meter
6. Payload Meter: Set Start Time to “0”, and Inter-

val to 1. Then click the [Apply] button to save
the setting.
4. Date & Time: Should be set to current date and
time. If not correct, set the correct Time Zone,
Date and Time to current time zone, date and
time. Be sure to select [DST Summer Time)] if it
applies. Click the [Apply] button.

Review Setting Information
1. Select the [Review setting information] function
and then click the [Next] button.
3. Click the [Yes] button to close the Setting Tool

Program.
2. Review the settings for accuracy. If something

is not correct, click the [Back] button, select the
appropriate category and reset the information
to the correct settings. If everything is correct,
click the [Exit] button.

NOTES

SECTION D13
VHMS CHECKOUT AND TROUBLESHOOTING
INDEX
INTERFACE MODULE AND VHMS CHECKOUT & TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . D13-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
Structure and Purpose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-3
INTERFACE MODULE CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4

Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-4
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5
Checking Inputs And Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . D13-5
Check Analog Inputs To The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-8
Check CAN RPC & J1939 Interfaces To The IM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-9
Check Outputs From The Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-9
VHMS CONTROLLER CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-10

VHMS Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-10
Necessary Equipment: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-10
Preliminary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-11
VHMS Controller Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-12
ORBCOMM CONTROLLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-14
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-14
Communications Networks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-14
Coaxial Cable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-14
FAULT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-15

Fault History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-15
VHMS LED Display Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-16
Chassis Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-17
Engine Fault Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-20
FAULT TREE ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-26

Unable to connect to VHMS from laptop PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-26
Flashing Error Code N4-23 (PLM III Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-27
Flashing Error Code N4-22 (Engine Communications Fault) . . . . . . . . . . . . . . . . . . . . . . . D13-28
No Data Received By WebCARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-29
Coaxial Cable Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D13-30
D13004 VHMS CHECK-OUT & TROUBLESHOOTING D13-1

NOTES
D13-2 VHMS CHECK-OUT & TROUBLESHOOTING D13004

INTERFACE MODULE AND VHMS CHECKOUT & TROUBLESHOOTING
GENERAL
The center of the Vehicle Health Monitoring System The interface module should already have the appli-
(VHMS) is the VHMS controller which gathers data cation code installed. If not, refer to the VHMS Soft-
about the operation of the truck from sensors and ware procedures for “Installing Application Code Into
other controllers installed on the truck. Refer to Fig- Interface Module.”
ure 13-1 for an overview of the VHMS system com-
ponents.
The following areas are covered in this checkout pro-
For instructions on how to use VHMS software pro-
cedure.
grams, refer to VHMS Software elsewhere in this
section. • Interface Module Checkout
• VHMS Controller Checkout
• Orbcomm Controller
Structure and Purpose
• Troubleshooting
This checkout procedure is in two parts. The first part
verifies that the interface module, is in good working • Fault Code Tables
condition. The second part verifies the VHMS con- • Fault Tree Analysis
troller operation and also reviews the settings for
accuracy.
FIGURE 13-1. VHMS SYSTEM

INTERFACE MODULE CHECKOUT
Interface Module
The interface module (1, Figure 13-2) collects data
from various sensors and sends this information to
the VHMS controller through the main wiring har-
ness. It also controls some truck functions.
If a new truck with VHMS is being assembled, or

a new VHMS system has just been installed, refer
to the VHMS Software instructions regarding the
VHMS Initialization Procedure. The initialization
procedure and form must be completed before
the truck can be put into service.
Necessary Equipment:
• Checkout procedure
• System schematic
• Laptop personal computer (PC)
• VHMS Technical Analysis Toolbox software FIGURE 13-2. INTERFACE MODULE
• VHMS Setting Tool software
1. Interface Module 3. Connector IM2
• Interface Module Real Time Data Monitor
software 2. Connector IM1 4. Connector IM3
• Serial cable (RS232)

(male DB9 connector on one end, female
connector on the other end)
• Jumper wire 77 mm (3 in.) or longer
• Volt Meter
• 1330 ± 20 ohm resistor
• 3/8 in. nut driver

Preliminary 7. Check for fault codes associated with the inter-
face module.
1. Turn the key switch to the OFF position to stop
the engine. a. Perform a VHMS download with the VHMS
2. Turn the key switch to the ON position, but DO Technical Analysis Toolbox program. Refer
NOT start the engine. to VHMS Download for detailed instructions
on performing a download.
3. Allow the VHMS controller to start up. This
should take about one minute. Verify the red b. In the download data, view the fault history
LED display starts counting up. and confirm that there are no fault codes
4. Attach the VHMS serial cable to the machine's associated with the interface module. If any
VHMS diagnostic port (2, Figure 13-3), and the are found, these circuits should be analyzed
other end to the laptop PC’s serial port. to determine the cause of the fault and
repaired.
c. Confirm that there are no fault codes associ-
ated with the communications between PLM
III, engine controller, interface module, drive
system controller or the Orbcomm controller.
If any are found, these circuits should be
analyzed to determine the cause of the fault
and repaired.
Checking Inputs And Outputs From The Interface

Module
IM diagnostic port (1, Figure 13-3), and the
other end to the laptop PC’s serial port.
2. Start the Interface Module Real Time Data
FIGURE 13-3. DIAGNOSTIC PORTS Monitor program by double-clicking on the
1. IM Diagnostic Port 2. VHMS Diagnostic Port shortcut. The program begins with a blank win-
dow. On the menu bar, there are five items:
Select Serial Port, Start/Stop, Logging, Screen-
shot, and Units.
5. Double-click on the VHMS Technical Analysis 3. Click on [Select Serial Port] in the menu bar.
Tool Box icon on the computer's desktop. Select the correct communication port. It will
6. Enter the appropriate User Name and Pass- usually be Com1.
word and click the [OK] button. 4. Click on [Start/Stop] in the menu bar and select
Start.
5. The program should display data as shown in
Figures 13-4 and 13-5.

Check Digital Inputs To The Interface Module 4. Propel System Temp Caution - (IM3-A) short
wire 34TW to ground at TB26-B momentarily
1. Hydraulic Tank Level (IM2-K) - short wire 34LL
and confirm state change (one to zero).
to ground at TB35-N momentarily and confirm
state change (one to zero). 5. Lamp Test (IM2-R) - actuate lamp test switch
and confirm state change (zero to one).
2. No Propel / Retard - (IM2-N) short wire 75-6P to
ground at TB26-C momentarily and confirm 6. Low Steering Precharge (IM2-W) - short wire
state change (one to zero). 33KL to ground at TB44-P momentarily and
confirm state change (one to zero).
3. Reduced Retard - (IM2-R) short wire 76LR to
ground at TB28-D momentarily and confirm
state change (one to zero).
FIGURE 13-4. Interface Module Real Time Data Monitor

7. Pump Filter Switches (IM2-Y) - short wire 39L to 10. Reduced Propel System (IM3-B) - short wire
ground at TB44-N momentarily and confirm 72LP to ground at TB25-W momentarily and
state change (one to zero). confirm state change (one to zero).
8. No Propel (IM2-p) - short wire 75NP to ground 11. Park Brake Set (IM2-M) - disconnect park brake
at TB25-P momentarily and confirm state pressure switch in brake cabinet at CN240
change (one to zero). momentarily and confirm state change toggles
9. Propel System Caution (IM2-t) - short wire 79W continually (zero to one).
to ground at TB26-D momentarily and confirm
state change (one to zero).
FIGURE 13-5. Interface Module Real Time Data Monitor

12. Park Brake Request (IM3-V) - Place shifter into Check Analog Inputs To The Interface Module
park position and confirm state change (zero to
NOTE: Instead of using a resister in place of a
one).
sensor for verifying pressure readings, a calibrated
13. Secondary Engine Shutdown Switch (IM3-E) - pressure gauge can be installed in the hydraulic
actuate secondary engine shutdown switch and circuit to compare system pressures with the
confirm state change (one to zero). pressures displayed in the Interface Module Real
14. Auto Lube Switch (IM3-Y) - short wire 68LLP1 Time Data Monitor program.
to ground at TB24-T momentarily and confirm Verify that the used analog inputs are in the range of
state change (one to zero). the values listed below.
15. Reset Request Switch (IM3-C) - Actuate Body 1. Truck Speed [kph] (IM1-gh): Use GE DID to
Up Override switch and confirm state change simulate vehicle speed and confirm reported
(zero to one). speed matches vehicle speed set using GE DID
16. GE Batt + (IM3-M) -- confirm this is a one. +/- 2 kph.
2. Steering Pressure [kPa] (IM3-d): Disconnect
17. Starter Motor 1 Energized (IM3-R) - Disconnect
steering pressure sensor and confirm fault
wire 11SM1 from cranking motor to TB29-K at
A204, Steering Pressure Sensor Low, is active.
TB29-K. Momentarily short TB29-K to 24V and
Reconnect sensor.
confirm state change (zero to one). Reconnect
disconnected wire. 3. Ambient Air Temp [C] (IM3-e): confirm reported
temperature matches ambient temperature
18. Starter Motor 2 Energized (IM3-S) - Disconnect within 3 C.
wire 11SM2 from cranking motor to TB29-G at
TB29-G. Momentarily short TB29-G to 24V and 4. Fuel Level [%] (IM3-g): confirm reported % level
confirm state change (zero to one). Reconnect matches actual fuel level in tank +/- 5%.
disconnected wire. 5. Battery Voltage A [V] (IM3-h): confirm reported
voltage is +/- 1 volt of actual measured 12 volt
19. Crank Sense (IM3-U) -Open the start battery
battery voltage.
disconnect switch so that there is no battery
voltage to the starters. Momentarily short TB32- 6. Brake Pressure [kPa] (IM3-p): Disconnect ser-
M to 24V and confirm state change (zero to vice brake pressure sensor located in brake
one). After removing 24V short from TB32-M, cabinet (reference circuit 33SP) and confirm
close the start battery disconnect switch. fault A205, Brake Pressure Sensor Low, is
active. Reconnect sensor.
7. Hydraulic Tank Temp [C] (IM3-m): Disconnect
tank temp sensor and confirm fault A103,
Hydraulic Oil Temp - Tank Sensor Low, is
active. Reconnect sensor.
8. Hoist Pressure 2 [kPa] (IM3-q): Short wire
33HP2 to ground at TB41-J momentarily and
confirm fault A203, Hoist Pressure 2 Sensor
Low, is active.
9. Hoist Pressure 1 [kPa] (IM3-s): Short wire
33HP1 to ground at TB41-A momentarily and
confirm fault A202, Hoist Pressure 1 Sensor
Low, is active.
10. Battery Voltage 24V [V] (IMint): confirm
reported voltage is +/- 1 volt of actual measured
battery voltage.

Check CAN RPC & J1939 Interfaces To The IM 3. With circuit 52B at TB35-L still shorted to 24
volts, confirm that the IM Warning lamp ener-
gizes.
1. CAN/J1939 - (IM1-q,r,s): confirm fault A184, 4. With circuit 52B at TB35-L still shorted to 24
J1939 Not Connected, is not active. volts, confirm that the Engine Start Fail lamp
2. CAN/RPC (IM1-I,j,k) - confirm fault A257, Pay- energizes.
load CAN/RPC Not Connected, is not active. 5. With circuit 52B at TB35-L still shorted to 24
volts, confirm that the Low Fuel lamp energizes.
6. Disconnect park brake pressure switch. With
circuit 52B at TB35-L still shorted to 24 volts,
Check Outputs From The Interface Module confirm that the Park Brake lamp energizes.
Reconnect pressure switch.
Note: Before performing these next steps, the key
7. With circuit 52B at TB35-L still shorted to 24
switch must be turned off for at least 7 minutes to
volts, confirm that the High Hydraulic Oil Temp
allow the IM to completely shutdown. Confirm that
lamp energizes. Remove 24 volts from TB35-L.
the IM has shutdown by verifying that the green LED
on the IM controller has stopped flashing. While 8. Check the Hydraulic Oil Temperature gauge by
performing the following IM output checks, ensure placing a 316 ohm resistor (a range of 300 to
that no output short circuit fault codes are reported 332 ohms should work) between circuit 5VIM on
by the IM Realtime Data Monitor software. TB33-L and 34BT4 on TB21-P. Verify that the
gauge needle pointer moves clockwise.
1. Key on and shift into neutral. Confirm that park Remove the resistor.
brake solenoid is energized by verifying that coil
is magnetized. Use the GE DID panel to set the
truck speed to a speed above 1 kph. Shift into
park. Confirm that the park brake solenoid
remains energized. Reduce the truck speed to 0
kph. Confirm that the park brake solenoid de-
energizes.
2. Connect circuit 52B at TB35-L to 24 volts and
confirm that the Battery Charger Failure lamp
energizes.

VHMS CONTROLLER CHECKOUT
VHMS Controller
The VHMS controller (1, Figure 13-6) collects and
stores signals from sensors and data from other con-
trollers. It also gives commands for transmitting the
accumulated data through the communications sys-
tem. The controller operates on 20VDC - 30VDC.
Necessary Equipment:
• Checkout procedure
• System schematic
• Laptop personal computer (PC)
• VHMS Technical Analysis Toolbox software
• VHMS Setting Tool software
• Tera Term Pro software
• Serial cable (RS232)
(male DB9 connector on one end, female
connector on the other end)
FIGURE 13-6. VHMS CONTROLLER
1. VHMS Controller 7. Connector CN1

2. LED Display 8. Connector CN2A
3. Connector CN3B 9. Connector CN2B
4. Connector CN3A 10. PLM III Light
5. Connector CN4B 11. OrbComm Light
6. Connector CN4A

The interface module must be fully functional before 9. Select the [Review setting information] function
performing the this checkout procedure. The VHMS and then click the [Next] button.
controller must be initialized and fully functional
before performing this checkout procedure.
Preliminary
1. Turn the key switch to the OFF position to stop
the engine. With the key switch OFF, verify the
seven segment LED display on the VHMS con-
troller is off.
2. Turn the key switch to the ON position, but DO
NOT start the engine.
3. Allow the VHMS controller to boot up. Watch
the red, two digit LED display on the VHMS
controller to show a circular sequence of seven
flashing segments on each digit. After a short
time the two digit display should start counting
up from 00 - 99 at a rate of ten numbers per
second.
VHMS diagnostic port (2, Figure 13-3), and the
10. Review the settings for accuracy.
other end to the laptop PC’s serial port.
5. Double-click on the VHMS Technical Analysis •If everything is correct, click the [Exit] button.
Tool Box icon on the computer's desktop. The checkout procedure is complete.
6. Enter the appropriate User Name and Pass- •If a setting is not correct, click the [Back] button,
word and click the [OK] button. select the appropriate category and reset the
information to the correct settings. Then
7. Check for any active fault codes. If any are proceed to the next step.
found, these circuits should be analyzed to
determine the cause of the fault and they must
be repaired before continuing.
8. Start the VHMS Setting Tool program by click-
ing on the icon on the laptop PC screen.

VHMS Controller Checkout Procedure
1. Connect the serial cable from the PC to the
serial port of the VHMS controller.
2. Start the serial communications software (Tera
Term).
3. Setup the serial communications software by
selecting the appropriate serial COM port, and
baud rate equal to 19200.
4. After completing the setup, wait for 5 seconds
then while holding the CTRL key, type VHMS
(Notice that nothing will display on the screen
while typing).
5. After VHMS has been typed, some text followed
by a prompt, >, will be displayed. This confirms
that proper communication between the pc and
VHMS has been established.
11. If any one of the following settings were 6. At the prompt, >, type "ver". Something similar
changed, a new VHMS Initialization Form must to the following will be displayed:
be filled out and submitted to Komatsu America
Service Systems Support Team. >ver
•VHMS controller replaced VHMS OS Ver 1.6.5.1 Mar 01 2004 16:37:25
•Engine or alternator replaced >

•Adjusted time or time zone
12. Select [Apply] and exit the VHMS Setting Tool
program. Click [YES] when prompted to reset
the controller.
10. E-mail or fax the completed VHMS Initialization
form to Komatsu America Service Systems
Support Team.

7. At the prompt type "dispvhmsinf". Information 8. The VHMS controller also has two red LED
similar to the following will be displayed: lights (10 and 11, Figure 13-6). Verify the con-
nection status and repair any problems.
Light (10) PLM III communication
>dispvhmsinf
• OFF - no communication with the PLM III
controller. Troubleshoot and repair the
---- MACHINE INFORMATION -------- connection.
PRODUCT GROUP: Dumptruck • ON - communication with the PLM III controller is

good.
MACHINE_MODEL: 830AC-
Light (11) OrbComm
MACHINE_SERIAL:
• OFF - no communication with OrbComm
ENG_MODEL: QSK60 controller. Troubleshoot and repair the
connection.
ENG_SERIAL_NO1:
• ON - communication with OrbComm controller is
ENG_SERIAL_NO2: good.
PRG_NO1: 12000100100 • FLASHING - satellite in view and signal
established, which is good.
PRG_NO2: 782613R290
---- DEVICES ------------------------
PLC NO CONNECTION
PLM23 Disabled
PLM3 CONNECTED
---- Condition --------------------
SMR: 90.0 H
DATE 04-10-25 TIME14:44:24
TIMEZONE: 0.0 H SUMMERTIME 0
----Controller Info -------------------
PartNumber: 0000000000
Serial No.: 000000
Compo Name: KDE1010
SilkyID: VA011740744
>
NOTE: Use the results of step 6 and 7 to confirm that

the correct software is installed in the VHMS
controller.

ORBCOMM CONTROLLER TROUBLESHOOTING
The OrbComm controller (1, Figure 13-7) receives The VHMS system basically consists of five commu-
data from the VHMS controller and sends this data nications networks connected to the VHMS and Orb-
through the antenna to the Komatsu computer cen- Comm modem controllers. Figure 13-1 shows the
ter. VHMS system block diagram.
Communications Networks
Each RS232 network uses three wires: transmit,
receive, and ground. Both transmit and receive are
voltage signals, referenced individually to the ground
wire. The shield for the cable is grounded at one end
only.
Each CAN network uses two wires: CAN_High &
CAN_Low. The communications signal is a voltage
differential measured between CAN_High and
CAN_Low. The cable shields are connected at each
module through a high pass filter and grounded at
one point only on the truck. Both ends of each net-
work have termination resistors.
Coaxial Cable
The coaxial cable carries the Radio Frequency (RF)
communications signal between the OrbComm
modem and the antenna. The coaxial cable consists
of an inner conductor and an outer shield (connected
to the connector shell) that are separated by a non-
FIGURE 13-7. ORBCOMM CONTROLLER conductive dielectric material.
1. OrbComm Controller 3. Connector CN1B In an RF application such as VHMS, the communica-
2. Connector CN1A 4. Antenna Connector tions signal sent over coaxial cable is very suscepti-
ble to changes in the cable. Physical damage, as
well as contaminants such as water, may affect the
ability of the cable to properly transmit the RF signal.
Bending the coaxial cable into a small loop may also
damage the inner conductor.

Effective troubleshooting of RF communications sys- FAULT CODES
tems can be complex and cannot always be reduced
to a simple check of electrical resistance. However, a Fault History
few basic troubleshooting procedures may be helpful The fault history recorded in the VHMS controller can
in identifying common problems. The following steps help identify a failure within VHMS and in the com-
can help identify a failed coaxial cable. Repair or munications network to the engine, interface module
replace the cable if any of the following is true: and PLMIII. The VHMS system provides the follow-
1. The center conductor is broken. There are more ing fault codes.
than two ohms of resistance when measuring
from one end of the coaxial cable to the other.
2. The outer shield is broken.
3. There is an electrical connection between the
center conductor and the outer shield. There
are less than two megohms of resistance when
measuring from the center conductor to the
outer shield.
Table 1: Fault History

Fault Code Description
DBB0KK Source Voltage Error
DBB3KK Abnormality in VBAT Voltage (VHMS VBAT <10V)
DBBRKR Can-net System (J1939)
DBB0KQ VHMS Connector Mismatch
DAW0KR IM Stopped Real Time Data
7P70Kr Too Much Payload Data For Requested Period
7P70KR PLMIII Stopped Real Time Data
9843KM Truck Frame Number Changed
MFA0 Manual Trigger

VHMS LED Display Fault Codes
When no communication errors are occurring, the
The VHMS controller also indicates some faults on
VHMS LED digits count from 00 - 99 continuously at
the two red LED digits on the top of the controller.
a rate of ten numbers per second.
Fault codes are flashed as a two part sequence, as
shown in the table below.
Table 2: VHMS LED Display Error Codes

Fault Code Fault Condition VHMS LED Display
M101 Truck Frame Number Changed Alternates ‘n1’ and ‘01’
M801 Can-net System (J1939) Alternates ‘n8’ and ‘01’
M804 Can-net System (RPC) Alternates ‘n8’ and ‘04’
M806 IM Stopped Real Time Data Alternates ‘n8’ and ‘06’
M807 Too Much Payload Data For Requested Alternates ‘n8’ and ‘07’
Period
M808 PLMIII Stopped Real Time Data Alternates ‘n8’ and ‘08’
M809 Can-net System (QUANTUM) Alternates ‘n8’ and ‘09’
M80A Can-net System (CENSE) Alternates ‘n8’ and ‘0A’
M901 Source Voltage Error Alternates ‘n9’ and ‘01’
M902 VHMS 24V Source System Error Alternates ‘n9’ and ‘02’
M905 Abnormality in VBAT Voltage (VHMS Alternates ‘n9’ and ‘05’
VBAT <10V)
M990 Ethernet Power Short Alternates ‘n9’ and ‘90’
MC10 MEMORY CLEAR: Failure History Alternates ‘nc’ and ‘10’
MC31 MEMORY CLEAR: (Load Map) Alternates ‘nc’ and ‘31’
MC40 MEMORY CLEAR: (Trend Analysis) Alternates ‘nc’ and ‘40’
MC60 MEMORY CLEAR: (Snap Shot) Alternates ‘nc’ and ‘60’
MC91 MEMORY CLEAR: (Maintenance History) Alternates ‘nc’ and ‘90’
ME01 Change Service Meter Alternates ‘ne’ and ‘01’
ME02 Change Calendar Alternates ‘ne’ and ‘02’
ME03 Orbcomm Settings Alternates ‘ne’ and ‘03’
ME04 Other Settings Alternates ‘ne’ and ‘04’
ME05 MEMORY CLEAR: All Alternates ‘ne’ and ‘05’
ME06 Initialized Alternates ‘ne’ and ‘06’
MF11 VHMS Connector Mismatch Alternates ‘nf’ and ‘11’
MFA0 Manual Trigger Alternates ‘nf’ and ‘A0’

Chassis Fault Codes
Fault codes generated from the truck chassis,
PLM III or GE are shown in Table 3.
Table 3: Chassis Fault Codes

Code
#A1 LF Pressure Sensor Signal High PLMIII All
#A2 LF Pressure Sensor Signal Low PLMIII All
#A3 RF Pressure Sensor Signal High PLMIII All
#A4 RF Pressure Sensor Signal Low PLMIII All
#A5 LR Pressure Sensor Signal High PLMIII All
#A6 LR Pressure Sensor Signal Low PLMIII All
#A7 RR Pressure Sensor Signal High PLMIII All
#A8 RR Pressure Sensor Signal Low PLMIII All
#A9 Inclinometer Sensor Signal High PLMIII All
#A10 Inclinometer Sensor Signal Low PLMIII All
#A13 Body Up Switch Failure PLMIII All
#A14 Internal Checksum Failure PLMIII All
#A16 Internal Memory Write Failure PLMIII All
#A17 Internal Memory Read Failure PLMIII All
#A18 RR Flat Cylinder Warning PLMIII All
#A19 LR Flat Cylinder Warning PLMIII All
#A20 Date/Time Change PLMIII All
#A21 Manual Tare Reset PLMIII All
#A22 Alarm Carry Back PLMIII All
#A26 User Switch Select Failure PLMIII All
#A27 User Switch Clear Failure PLMIII All

Table 3: Chassis Fault Codes (continued)
Code
#A101 Hydraulic Oil Filter Differential IM 830E-AC
Pressure High
#A103 Hydraulic Tank Temp - Sensor Low IM 830E-AC
#A104 Hydraulic Tank Temp - Sensor High IM 830E-AC
#A105 Fuel Level Sensor Low IM 830E-AC
#A107 Propel System Caution IM/GE X 830E-AC
#A108 Propel System Temp Caution IM/GE X 830E-AC
#A109 Propel System Reduced Level IM/GE X 830E-AC
#A115 Low Steering Precharge IM X 830E-AC
#A123 Reduced Retard Level IM/GE 830E-AC
#A124 No Propel / Retard IM/GE X 830E-AC
#A125 No Propel IM/GE X 830E-AC
#A126 Hydraulic Tank Level Low IM X 830E-AC
#A127 IM Sensor +5V Low IM X 830E-AC
#A128 IM Sensor +5V High IM X 830E-AC
#A139 Low Fuel IM 830E-AC
#A152 Starter Failure IM 830E-AC
#A153 Low Battery Voltage - Engine Running IM 830E-AC
#A154 High Battery Charge Voltage IM 830E-AC
#A155 Low Battery Charge Voltage IM 830E-AC
#A158 Fuel Level Sensor High IM 830E-AC
#A159 Battery Voltage, 12V System Low IM 830E-AC
#A164 Battery Voltage, 12V System High IM 830E-AC
#A182 System Battery, 12V High IM 830E-AC
#A183 System Battery, 12V Low IM 830E-AC
#A184 J1939 Not Connected IM 830E-AC
#A190 Auto Lube Pressure Warning IM X 830E-AC
#A193 High Hydraulic Tank Oil Temp IM X X 830E-AC

Table 3: Chassis Fault Codes (continued)
Code
#A198 Hoist Pressure 1 Sensor High IM 830E-AC
#A199 Hoist Pressure 2 Sensor High IM 830E-AC
#A200 Steering Pressure Sensor High IM 830E-AC
#A201 Brake Pressure Sensor High IM 830E-AC
#A202 Hoist Pressure 1 Sensor Low IM 830E-AC
#A203 Hoist Pressure 2 Sensor Low IM 830E-AC
#A204 Steering Pressure Sensor Low IM 830E-AC
#A205 Steering Pressure Sensor Low IM 830E-AC
#A206 Ambient Temperature Sensor High IM 830E-AC
#A207 Ambient Temperature Sensor Low IM 830E-AC
#A212 Bad Truck Speed Signal IM/GE X 830E-AC
#A213 Park Brake Not Set When Expected IM/GE X 830E-AC
#A214 Park Brake Not Released When IM/GE X 830E-AC
Expected
#A216 Brake Auto Apply Circuit Fail IM/GE X 830E-AC
#A230 Park Brake Request While Moving IM 830E-AC
#A240 IM Key Switch Power Lost IM 830E-AC
#A250 Low Battery Voltage - Engine Off IM 830E-AC
#A257 Payload CAN/RPC Not Connected IM 830E-AC
#A260 Park Brake Failure - On While Mov- IM 830E-AC
ing
#A271 Shifter Not In Gear IM 830E-AC
#A351 Output Overload 1E IM 830E-AC
#A353 Output Overload 1J IM 830E-AC
#A354 Output Overload 1K IM 830E-AC
#A356 Output Overload 1M IM 830E-AC
#A360 Output Overload 1S IM 830E-AC
#A362 Output Overload 1U IM 830E-AC
#A364 Output Overload 1Y IM 830E-AC
#A365 Output Overload 1Z IM 830E-AC

Engine Fault Codes
Table 4: Engine Fault Codes

Code
C112 Timing Fueling Flow Mismatch Engine All
C113 Timing Actuator Circuit Shorted Engine All
C115 Speed Signal Lost Engine X X All
C116 Timing Rail Pressure Ckt Failed High Engine All
C117 Timing Rail Pressure Ckt Failed Low Engine All
C118 Fuel Pump Pressure Ckt Failed High Engine All
C119 Fuel Pump Pressure Ckt Failed Low Engine All
C121 One Engine Speed Signal Lost Engine All
C122 LB Boost Ckt Failed High Engine All
C123 LB Boost Ckt Failed Low Engine All
C124 High Boost LB Engine All
C125 Low Boost LB Engine All
C126 High Boost RB Engine All
C127 Low Boost RB Engine All
C128 RB Boost Ckt Failed High Engine All
C129 RB Boost Ckt Failed Low Engine All
C131 Throttle Ckt Failed High Engine All
C132 Throttle Ckt Failed Low Engine All
C133 PTO Circuit Shorted High Engine All
C134 PTO Circuit Shorted Low Engine All
C135 Oil Pressure Circuit Failed High Engine X X All
C136 Pre Filter Oil Press Ckt Failed High Engine All
C137 Pre Filter Oil Press Ckt Failed Low Engine All
C141 Oil Press Ckt Failed Low Engine All
C143 Low Oil Pressure Engine X X All
C144 Coolant Temp Ckt Failed High Engine All
C145 Coolant Temp Ckt Failed Low Engine All
C147 Freq Throttle OOR High Engine All
C151 High Coolant Temperature Engine X X All
C153 LBF IMT Ckt Failed High Engine All
C154 LBF IMT Ckt Failed Low Engine All
C155 High IMT LBF Engine X X All
C156 LBR IMT Ckt Failed High Engine All
C157 LBR IMT Ckt Failed Low Engine All
C158 High IMT LBR Engine X X All
C159 RBF IMT Ckt Failed High Engine All
C161 RBF IMT Ckt Failed Low Engine All

Table 4: Engine Fault Codes (continued)
Code
C162 High IMT RBF Engine X X All
C163 RBR IMT Ckt Failed High Engine All
C164 RBR IMT Ckt Failed Low Engine All
C165 High IMT RBR Engine X X All
C212 Oil Temp Ckt Failed High Engine All
C213 Oil Temp Ckt Failed Low Engine All
C214 High Oil Temperature Engine X X All
C219 Remote Oil Level Low Engine X X All
C221 Ambient Air Press Failed High Engine All
C222 Ambient Air Press Failed Low Engine All
C223 CORS Burn Valve Open Circuit Engine All
C225 CORS Makeup Valve Open Circuit Engine All
C231 Coolant Press Ckt Failed High Engine All
C232 Coolant Press Ckt Failed Low Engine All
C233 Low Coolant Pressure Engine X X All
C234 Engine Overspeed Engine X X All
C235 Low Coolant Level Engine X X All
C237 Multi Unit Sync Error Engine All
C252 Oil Level Signal Invalid Engine All
C253 Oil Level Low Engine All
C254 FSOV Open Circuit Engine All
C259 FSOV Mech Stuck Open Engine All
C261 High Fuel Temperature Engine X X All
C263 Fuel Temp Ckt Failed High Engine All
C265 Fuel Temp Ckt Failed Low Engine All
C292 OEM Temp out of Range Engine X X All
C293 OEM Temp Failed High Engine X All
C294 OEM Temp Failed Low Engine X All
C296 OEM Pressure Out of Range Engine X X All
C297 OEM Pressure Failed High Engine X All
C298 OEM Pressure Failed Low Engine X All
C299 Hot Shutdown Engine All
C316 Fuel Pump Open Circuit Engine All
C318 Fuel Pump Mech Stuck Engine All
C343 ECM Hardware Issue Engine All
C346 ECM Software / Hardware Failure Engine All
C349 Output Shaft Speed Above Normal Engine All

Code
C384 Ether Solenoid Ckt Failed Engine All
C422 Coolant Level Signal Invalid Engine All
C423 Timing Press Incorrect Engine All
C426 J1939 Broadcast Data Missing Engine All
C427 J1939 Datalink Can Not Transmit Engine All
C431 Idle Validation Invalid Engine All
C432 Idle Validation Invalid Engine All
C441 Low Battery Voltage Engine All
C442 High Battery Voltage Engine All
C451 Rail Press Ckt Failed High Engine All
C452 Rail Press Ckt Failed Low Engine All
C455 Rail Actuator Open Ckt Engine All
C467 Desired Timing Not Achieved Engine All
C468 Desired Rail Press Not Achieved Engine All
C473 Remote Oil Level Signal Invalid Engine X X All
C487 Ether Bottle Empty Engine All
C489 AXG Speed Low Error Engine All
C514 Rail Actuator Mech Stuck Engine All
C524 Alt Droop SW Val Fault Engine All
C527 Dual Output A Shorted High or Open Engine All
C528 Alt Torque SW Val Fault Engine All
C529 Dual Output B Shorted High or Open Engine All
C553 Rail Press OOR High Engine All
C554 Rail Press Incorrect Engine All
C555 High Blow-by Pressure Engine X X All
C611 Engine Hot Shutdown Engine All
C612 High Oil Filter Rest Engine All
C616 High Turbo Comp Inlet Temp LBR Engine All
C621 Low Power #1 LB Engine All
C631 Low Power #1 RB Engine All

Code
C639 Intake Air Leak LBR Engine X X All
C649 Change Lubricating Oil and Filter Engine All
C661 High Power #1 LB Engine All
C671 Exh Temp Ckt Failed Low #1 LB Engine All

Code
C694 LBR Turbo Comp Inlet Temp Sensor Engine All
Ckt Failed High
C695 LBR Turbo Comp Inlet Temp Sensor Engine All
Ckt Failed Low
C711 High Power #1 RB Engine All
C719 Blowby Press Ckt Failed High Engine All
C721 Exh Temp Ckt Failed Low #1 RB Engine All
C729 Blowby Press Ckt Failed Low Engine All
C753 Cam Sync Error Engine All
C777 Ambient Derate Error Engine All
C2144 High Exh Temp #9 LB Engine All
C2145 High Exh Temp #9 RB Engine All

Code
C2154 Post Oil Filter Press Ckt Failed High Engine All
C2155 Post Oil Filter Press Ckt Failed Low Engine All
C2157 Rapid Rise in LBR IMT Engine All
C2158 Rapid Rise in RBF IMT Engine All
C2159 Rapid Rise in RBR IMT Engine All
C2241 High IMT LBM Engine All
C2242 LBM IMT Ckt Failed High Engine All
C2243 LBM IMT Ckt Failed Low Engine All
C2244 Rapid Rise in LBM IMT Engine All
C2245 High IMT RBM Engine All
C2246 RBM IMT Ckt Failed High Engine All
C2247 RBM IMT Ckt Failed Low Engine All
C2248 Rapid Rise in RBM IMT Engine All

FAULT TREE ANALYSIS
Unable to connect to VHMS from laptop PC

Flashing Error Code N4-23 (PLM III Communications Fault)

Flashing Error Code N4-22 (Engine Communications Fault)

No Data Received By WebCARE

Coaxial Cable Troubleshooting

SECTION D14
VHMS FORMS
INDEX
VHMS FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
VHMS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-3
VHMS DATA DOWNLOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4
VHMS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-4
VHMS INITIALIZATION CHECK LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-6
VHMS INITIALIZATION FORM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D14-8
D14003 01/06 VHMS - Forms D14-1

NOTES
D14-2 VHMS - Forms 01/06 D14003

VHMS FORMS
The preferred method to submit this form is in 2. Using a serial cable, connect a laptop PC to the
electronic format. This check list and initialization VHMS controller.
form are available in PDF format, where the 3. Turn the key switch ON, check operation of the
information can be typed into the form. The form LED lights.
should then be saved using the model, serial number
4. Start the VHMS Setting Tool program.
and “VHMS Initilization” to create the file name.
Example: 930E-3SE-A30300-VHMS Initilization.pdf. a. At the Select Operation screen, select the
“VHMS Setting” option, then click [Next].
The following instructions will help ensure an
accurate and complete form. b. Select the “Set up & All clear” option, then
click [Next].
When a new machine equipped with the Vehicle
5. At the Machine Information Setting (1) screen:
Health Monitoring System (VHMS) has been
assembled, there are several procedures to perform a. Is Product Group correct?
in order to initialize the VHMS system. Following the
b. Select the correct Machine Model.
procedures in the order listed will ensure a smooth
initialization process which should not take longer c. Select the correct Machine Type.
than one hour to complete. Check off each item on d. Select the correct Machine Variation Code.
the list below as it is done. It is important to complete
the entire procedure at one time. Submitting the e. Enter the machine serial number.
download data with a date and service meter reading f. Click [Next].
(SMR) that do not match the rest of the forms will not 6. At the Machine Information Setting(2) screen:
allow the system to be initialized.
a. Verify information is correct.
1. __ VHMS Initialization Check List
2. __ VHMS Data Download b. Enter engine serial number.
3. __ VHMS Initialization Form c. Then click [Next].
7. At the Date & Time Setting screen:
Orbcomm terminal activation can take up to two
weeks. For this reason, it is important to complete a. Select the correct time zone.
these forms and submit them as early as possible
b. Enter the correct date.
after new machine assembly.
c. Enter the correct time.
d. Select Daylight Savings Time (DST) if
necessary.
e. Click [Next].
VHMS INITIALIZATION CHECK LIST
8. At the GCC Setting screen:
This form is used as a check list during the
initialization process. Fill in all information. All a. Select the correct country setting.
questions should be answered with a YES. If not, b. Click [Next].
determine the cause and repair as required.
Each machine model will have a different VHMS
Initialization Check List. Use the correct form for the
model of machine being setup.
1. With the key switch OFF, record all data for
item 1.
D14003 01/06 VHMS - Forms D14-3

VHMS DATA DOWNLOAD
9. At the Verification screen: A manual snapshot must be performed before
a. Ensure that all information is correct. downloading any data. For new machines, this
should have been performed during the VHMS
b. Click on [Apply].
Initialization Check List procedure.
c. At the confirmation screen, select [Yes].
1. Perform a VHMS download. For more detailed
d. Select [OK]. information on how to perform a download, refer
e. Select [OK] to close the program. to VHMS Download in Section D, 24VDC
Electrics in the appropriate shop manual.
10. Start the VHMS Setting Tool program.
2. Start the VHMS Technical Analysis Tool Box
a. Select “VHMS Setting”, then click [Next]. program. Use the view feature to look at the
b. Select “Setup only”, then click [Next]. data and verify the settings are correct, the
SMR is correct, the manual snapshot is
c. Select “Payload Meter”, then click [Next]. recorded in fault history, and the engine ON/
d. Set Start Time to “0”. OFF is stored in machine history file.
e. Set Interval to “1”. 3. E-mail the downloaded data files to Komatsu
America Service Systems Support Team at
f. Click [Apply]. ServicePrograms@KomatsuNA.com. Refer to
g. Click [Exit]. Location of Download Files for more detailed
instructions on locating the files.
11. Perform a manual snapshot.
a. With the engine running, press the GE data
store switch and hold it for three seconds.
The white data store in progress LED should
illuminate. VHMS INITIALIZATION FORM
b. While the manual snapshot is in process, This form must be completed and submitted at:
operate the machine if possible. The
snapshot lasts for 7 1/2 minutes. • New machine delivery
12. After the “data store in progress” LED has been • VHMS controller replacement
off for one minute, turn the key switch OFF. Wait • OrbComm controller replacement
three minutes before turning the key switch ON.
• Engine or alternator replacement
Customer Information
• Enter the customer information. All fields are
required.
Distributor Information
• Enter the distributor information. All fields are
required.
• All distributors are required to have one contact
person who is responsible for coordinating
VHMS, Payload, Komtrax and Fleet Manager
activities for all branches.
D14-4 VHMS - Forms 01/06 D14003

Machine Information
• Enter machine information. All fields are required.
• VHMS and Orbcomm controller part numbers
and serial numbers can be found on a sticker on
each controller. Verify that this matches the
information displayed in the VHMS Setting Tool
and download.
VHMS Setting Tool Information
• Enter the setting date. This should be the date
when the first data download was taken and the
VHMS Setting Tool program was first used.
• Enter the setting time. This should be the time
shown in the first data download. Verify that it is
the correct time.
• Enter the Greenwich Mean Time (GMT) for the
location the machine will be working.
• Check whether the location where the machine
will be working uses Daylight Savings Time
(DST).
• Enter the service meter reading (SMR) at time of
the first download.
• Enter the GCC Code. This setting tells the
Orbcomm unit which satellite network to
communicate with. Select the correct location
from the drop down menu list.
• Enter the Orbcomm activation date. In the
Orbcomm Activation Date field, enter a date at
least two weeks ahead of today's date
Reason for Form Submittal
Check the reason for submitting the VHMS
Initialization Form.
D14003 01/06 VHMS - Forms D14-5

VHMS INITIALIZATION CHECK LIST
(Page 1 of 2)
Date of set-up (MM/DD/YY) / /
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS Distributor and
Branch
Person performing
initialization
Item To be checked when Check Item Results

No. Yes No
1. Key switch OFF Machine Model Number
Machine Serial Number
Service Meter Reading
Engine Serial Number
Alternator Serial Number
VHMS Serial Number
OrbComm Serial Number
2. Connect PC to VHMS controller Are they properly connected?
3. Key switch ON Check operation of controller LED
(after segment rotation, display to count-up).
4. Start VHMS Setting Tool program Select “VHMS Setting”, then “Set up & All clear“.
5. Initial setup of VHMS controller Is Product Group correct? (Dump truck)
Machine Information Setting(1) Is Machine Model correct? (ex. 930E)
Is Type correct? (ex. -2)
Is Variation Code correct? (ex. SE)
Is Serial Number correct?
6. Machine Information Setting (2) Is Engine Model - Type correct?
Is Engine Serial Number correct?
7. Date & Time Setting Is Time Zone correct?
Is Date correct?
Is Time correct?
Is DST (daylight saving time) correct?
8. GCC Setting Is correct GCC code selected for location?
9. Setting Data Verify Setting Data is Correct.
10. Setting of Payload Meter Set PLM time ± 2 minutes of VHMS time.
Start Time (set to 0)
Interval (set to 1)
D14-6 VHMS - Forms 01/06 D14003

VHMS INITIALIZATION CHECK LIST (Continued)
(Page 2 of 2)
FOR: 730E, 830E, 930E & 960E DUMP TRUCKS
Item Result
No. To be checked when Check Item Yes No
11. With engine running, perform quick While recording data, the white LED should be
PM with manual snapshot switch. illuminated, indicating snapshot is in recording
stage.
12. Key switch OFF Red LED turns off?
VHMS DATA DOWNLOAD
1. Download data to laptop PC What time did download start (use wrist watch)?
Select all files, and is download complete?
Is download start time correct?
2. Download Data Check Settings correct?
SMR correct?
Manual snapshot recorded and no data missing?
Manual snapshot data recorded in fault history,
key switch ON/OFF and engine on/off records are
saved in machine history file?
3. Send download data to Komatsu Send download data to KAC Service Systems
Support at
ServicePrograms@komatsuNA.com
D14003 01/06 VHMS - Forms D14-7

VHMS INITIALIZATION FORM
NOTE: This form is available in electronic “fill-in” format, which is preferred. If an electronic form is needed, send
request to ServicePrograms@KomatsuNA.com. After filling out the form, save the file using the Model Type,
Serial Number and “VHMS Initialization” in the file name. (Example: 930E-3SE-A30300-VHMS Initialization.pdf),
1. E-mail the completed form to the Service Systems Support Team at ServicePrograms@KomatsuNA.com.
2. Attach the VHMS download files and a copy of the completed Machine-Specific VHMS Initilization Check
List. The E-mail subject line should include the Model-Type, Serial Number, and “VHMS Initialization”.
(Example: Subject: 930E-3SE-A30300-VHMS Initialization)
The completed forms can also be faxed to: (847) 522-8005.
Customer Information
Company Name
Site Name
Customer Employee Contact
Mailing Address
Phone Number
Fax Number
E-mail
Distributor Information
Distributor Name
Distributor Service System Support Administrator Name and E-mail
Distributor Branch
Distributor Branch Employee Contact and E-mail
Distributor 4 + 2 Code
Machine Information
Machine Model - Type
Machine Serial Number
Customer Unit Number
Engine Serial Number
Transmission / Alternator Serial Number
VHMS Controller Part Number
VHMS Controller Serial Number
Orbcomm Controller Part Number
Orbcomm Controller Serial Number
Setting Tool Information
Setting Date (MM:DD:YYYY)
Setting Time (HH:MM:SS)
GMT (Time Zone)
Daylight Savings Time (DST) (Yes/No)
Service Meter Reading (SMR)
GCC code (Orbcomm satellite)
Orbcomm Activation Date
Reason for Form Submittal (Check One)
Factory Installed VHMS Initialization
Retrofitted VHMS Initialization
VHMS Controller Replacement
Major Component (Engine/Transmission Replacement)
Customer or Distributor Change
Setting Tool Information Change
D14-8 VHMS - Forms 01/06 D14003

SECTION E
ELECTRIC PROPULSION SYSTEM
INDEX
ELECTRIC PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-1
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-1
NOTE: Propulsion system electrical schematics are located in Section “R” of this manual.
E01012 Index E1-1

DANGEROUS VOLTAGE LEVELS ARE PRESENT WHEN THE TRUCK IS RUNNING AND CONTINUE
TO EXIST AFTER SHUTDOWN IF THE REQUIRED SHUTDOWN PROCEDURES ARE NOT FOL-
LOWED.
Before attempting repairs or working near propulsion system components, the following precau-
tions and truck shutdown procedure must be followed:
•DO NOT step on or use any power cable as a handhold when the engine is running.
•NEVER open any electrical cabinet covers or touch the Retarding Grid elements. Additional
procedures are required before it is safe to do so. Refer to “Truck Shutdown Procedures”,
this Section, for additional propulsion system safety checks to be performed by a technician
trained to service the system.
•ALL removal, repairs and installation of propulsion system electrical components, cables etc.
must be performed by an electrical maintenance technician properly trained to service the
system.
•IN THE EVENT OF A PROPULSION SYSTEM MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion system does not have dangerous voltage levels
present before repairs are started.
•THE LINK VOLTAGE LIGHTS MUST NOT BE ILLUMINATED WHEN TEST OR REPAIRS ARE INI-
TIATED. It requires approximately 5 minutes after the truck is shut down before the Link Volt-
age has dissipated.
•AN ADDITIONAL 10 TO 15 MINUTES IS REQUIRED FOR THE AUXILIARY BLOWER MOTOR
AND ITS CIRCUITS TO DE-ENERGIZE. Do not attempt to perform Auxiliary Blower Motor or
Blower electrical circuit repairs until the Red warning lights on the Blower Control Panel have
turned off and it has been verified the system is de-energized.
•BEFORE WELDING ON THE TRUCK; Disconnect all electrical harnesses and the ground wire
from the Engine Control System (ECS - MTU engine). If equipped with DDEC or Komatsu
engine, disconnect ECM harnesses. In the PSC and TCI enclosures, pull cards forward far
enough to disconnect the card connector from the backplane connector. Disconnect the bat-
tery charging alternator lead wire and open the battery disconnect switches. The welding
ground electrode should be attached as close as possible to the area to be welded. NEVER
weld on the rear of the Electrical Control Cabinet or the retard grid exhaust air louvers. Avoid
laying welding cables across or near truck wiring harnesses or power cables; voltages can be
induced in adjacent cables, damaging electrical components.
E1-2 Index E01012

SECTION E2
ELECTRICAL PROPULSION SYSTEM COMPONENTS
INDEX
ELECTRICAL PROPULSION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
GENERAL SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Propulsion System Controller (PSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-5
Truck Control Interface (TCI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-6
Diagnostic Information Display (DID) Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
DID Panel Event Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-7
PSC SOFTWARE FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
Input Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
State Machine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-26
DC Link State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-29
Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
ALTERNATOR FIELD CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired Three-Phase Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Desired DC Link Voltage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-30
Self-Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Propel Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Retard Torque Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-31
Wheel Slide Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Resistor Grid Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Chopper Voltage Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
E02020 10/06 Electrical Propulsion System Components E2-1

EVENT DETECTION AND PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Power-On Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-32
Initiated Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Periodic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
EVENT LOGGING AND STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-33
Event History Buffer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Data Packs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
To Record and Save a Data Pack to a Disk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-34
Event Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
SERIAL DATA COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - TCI Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
PSC - PTU Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-35
Inverter Communications Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
OUTPUT PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
ABNORMAL CONDITIONS/OVERRIDING FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Fast Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Engine Shutdown/Engine Not Running . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-36
Limp Home Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-37
PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS . . . . . . . . . . . . . . . . E2-38
ELECTRONIC ACCELERATOR AND RETARD PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2-46
E2-2 Electrical Propulsion System Components 10/06 E02020

ELECTRICAL PROPULSION SYSTEM COMPONENTS
The following information provides a brief description The alternator field is supplied from a tertiary winding
of system operation and major components of the AC on the alternator and is controlled by a silicon
propulsion system. Refer to the appropriate GE controlled rectifier (SCR) bridge. A starting boost
publication for detailed information and theory of circuit initially energizes the alternator from the truck
operation. batteries until the flux builds up enough to sustain
excitation.
A list of commonly used propulsion system
component abbreviations is listed in Table V at the
end of this Section. Figures 2-3 through 2-11
Cooling air for the alternator, control cabinet and
illustrate the physical location of these components
traction motors is supplied by a dual in-line fan
where applicable.
assembly mounted on the rear of the alternator. This
blower provides cooling air to the traction motors,
GENERAL SYSTEM DESCRIPTION propulsion inverters, dynamic retarding choppers,
The AC drive system consists of the following major and control system.
components:
• Alternator (coupled to a diesel engine) A resistor grid package is used to dissipate power
• In-line Cooling Blower from the traction motors (operating as generators)
when in dynamic retarding mode. The total retard
• Gate Drive Power Converters
power produced by the traction motors is controlled
• Rectifier Diode Modules by the two motor inverters. The amount of retard
• AC Power Inverters power dissipated by the grid package is controlled by
an IGBT chopper circuit and stage-controlled
• AC Induction Traction Motors contactors.
The alternator supplies three phase AC power for the The PSC, which is mounted in the main control
gate driver power converters and rectifier diode cabinet, determines the optimum engine operating
modules. The rectifier diode modules convert the AC speeds based on what the operator requests,
power to DC power, then supply that DC power to propulsion system requirements, and efficient fuel
two AC power inverters via the DC link. Each AC usage. Interfaces between the PSC and the truck
power inverter inverts the rectified DC voltage, brake system allow the PSC to provide proper
delivering variable voltage, variable frequency power retarding, braking and wheel slide control.
to each of the AC induction traction motors.
NOTE: Refer to Figure 2-1 for the following
description. The PSC interfaces with the Truck Control Interface
(TCI), which is mounted in the same card rack as the
The two AC induction traction motors, each with its
PSC. System status and control signals are
own inverter, are connected in parallel across the
transmitted and received between these two
rectified output of the alternator. The inverters
components to access real time data and event
change the rectified voltage back to AC by turning on
information that is stored in the PSC. This data is
and off (chopping) the applied DC voltage.
displayed on the Diagnostic Information Display
The output AC voltage and frequency are controlled (DID) panel located in the cab behind the operator's
to produce optimum slip and efficiency in the traction seat.
motors. At low speeds, the rectified alternator output
(DC link or DC bus) voltage is chopped with patterns
called pulse width modulation (PWM) inverter
operation. At higher speeds, the DC link voltage is
applied to the traction motors using square wave
inverter operation. The voltage of the DC link is
dependent upon the Propulsion System Controller
(PSC) and engine RPM during propulsion. The DC
link voltage will vary between 600 and 1600 volts.

FIGURE 2-1. PROPULSION SYSTEM DIAGRAM

SYSTEM COMPONENTS
The ICP (Integrated Control Panel) consists of three The PSC contains the following internal, removable
major components: the PSC (Propulsion System printed circuit boards and two fiber optic boards:
Controller), the TCI (Truck Control Interface) and the
System CPU Card: Provides serial
TMC (Traction Motor Controller). communications and control functions, RS232
communications to PTU, and microprocessor
Propulsion System Controller (PSC)
controls for internal panel circuits.
The PSC is the main controller for the AC drive Digital I/O Card: Receives digital inputs and
system. The ICP panel receives input signals from feedback information from various propulsion
speed sensors mounted on the alternator and and control system components. Digital outputs
traction motors, voltage and current feedback signals drive propulsion system contactors, relays and
from various control devices, and status/command provide equipment enable commands.
inputs from the TCI. Using these inputs, the PSC
System Analog I/O Card: Receives engine,
controls the two inverters, retarding circuits, relays, voltage and current signals for the main
contactors, and other external devices to provide the alternator, link voltage and current, retard pedal
following functions: input, and retard lever input. Controls retard
effort, engine speed request, and AFSE firing
• Propulsion and wheel slip control
pulses.
• Retarding and wheel slide control
Inverter 1 & 2 CPU and I/O Cards (2 ea.):
• Engine speed control Receives motor speed signals, link voltage,
phase voltages, and phase currents for
• Event detection
microprocessor control for inverters 1 and 2.
• Initialization of the necessary operating Controls IGBT phase modules through the fiber
restrictions, including the shut down of the truck if optic assembly. Phase module status is returned
a serious system fault (event) is detected. If the via a separate fiber optic assembly.
fault is not serious, an indicator lamp alerting the Fiber Optic Assembly: Provides electrical
operator to the problem will illuminate. All event isolation for control and feedback signals for
data is recorded for future review by maintenance
phase modules and chopper modules.
personnel.
• Log event data
• Store statistical data of the history of various
component and system function operations.
• Communicate with the TCI to exchange
propulsion system status and control data (event
data, statistical data, etc.) and to receive required
truck systems status data.
• Communicate with the TCI to exchange
propulsion Portable Test Unit (PTU) data
(propulsion real time, history, diagnostic, and
parameter data such as software code, etc.)
• Drive the operator cab status and warning lamps.

Truck Control Interface (TCI) The TCI contains the following internal, removable
printed circuit boards:
The TCI is the main interface between the truck
systems/devices and service personnel. This panel is CPU Card: Provides high speed communications
used in conjunction with the DID panel. to PSC and RS232 serial communication with the
PTU.
The TCI panel provides the following functions:
Analog I/O Card: Provides RS232 serial
• Communicates with the PSC to exchange communications with the DID and an optional
propulsion control system status and control data Modular Mining Dispatch System. Receives
and to provide the PSC with truck systems status signals for front wheel speed, motor cooling and
data. barometric air pressures, accelerator, retard
• Communicates with the DID panel to exchange speed setting, payload, ambient and hydraulic oil
PSC and/or TCI diagnostic and parameter data. temperature, and engine cranking voltage.
Outputs drive the cab mounted temperature
• Communicates with a PTU to exchange TCI data. gauges.
• Communicates with a Modular Mining Dispatch Digital I/O Card: Receives operator control,
System to exchange truck status data. engine and body-up signals. Provides engine
start controls and drives the cab mounted
• Monitors engine control system, payload
indicator/warning lamps.
information, ambient and propulsion system
temperature, operator control inputs, etc.
• Controls the engine start sequence.
• Provides signals to activate many of the cab
mounted warning lamps and gauges. Controls
the parking brake solenoid.
• Processes the front wheel speed signals for the
PSC and speedometer.

Diagnostic Information Display (DID) Panel DID Panel Event Codes
The DID panel (Figure 2-2) is located in the cab The tables on the following pages list the possible
behind the operator’s seat. The display provides event codes which may be displayed on the DID
service personnel with a means of communicating panel when accessed. Table 1 describes restrictions
with the TCI. to operation of the propulsion and retarding systems
when a fault occurs for a particular code listed in
Tables 2, 3 and 4.
The panel has two display lines. Each line is 40
Event codes numbered 000 through 099 are
characters long. The top line is the “message” line
applicable to the PSC and are listed in Table 2.
and is used by the TCI to inform service personnel of
Codes numbered 100 through 199 are applicable to
the truck systems and components status.
Inverter 1, and codes numbered 200 through 299 are
applicable to Inverter 2. These are listed in Table 3.
Codes numbered 600 through 699 are applicable to
The bottom display line provides information in
the TCI and are listed in Table 4. The codes listed in
addition to the top line or relates to the keypad,
the Tables are applicable to Release 21 software.
displaying possible selection options and display
functions. The keypad, located below the display
lines, is used by service personnel to direct the
activity of the TCI.
Table 1: Event Restrictions
RESTRICTION DEFINITION
The display provides service and status information
No Power NO RETARD (red) light illuminates.
on the various truck systems and the propulsion No retarding allowed.
system by displaying system status information or No propulsion allowed.
fault codes, as well as a description of the system No power on the link.
status or a problem on the top display line.
Information on the second display line may change to No Propel NO PROPEL (red) light illuminates.
No propulsion allowed.
indicate which functions are available by pressing
Retarding allowed.
keys [F1] through [F5]. Link power allowed.
Speed Limit PROPEL SYSTEM
The DID panel can also be used to perform the self- CAUTION<170> (amber) light
illuminates.
load test.
Propel, retard and DC link power
still allowed.
Speed limited to 10 MPH (16 KPH).
INV1 Disable Prohibits system from enabling
inverter #1 drive signal.
INV2 Disable Prohibits system from enabling
inverter #2 drive signal.
Engine Speed/ Raises engine speed to account for
RP1 a possible stuck RP contactor.
Closes RP1.
SYS Event No restrictions. Event is for
information purposes only.
FIGURE 2-2. DIAGNOSTIC INFORMATION

DISPLAY

Table 2: DID PANEL FAULT CODES
(Codes Received from PSC)
EVENT EVENT EVENT DETECTION

NUMBER DESCRIPTION RESTRICTION INFORMATION
000 NO FAULT None Displayed when all faults have been reset
002 GROUND FAULT No power A ground fault has been detected:
For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from
166 mA at 1000 V down to approximately 70 mA at
approximately 1500 V.
003 FAILED DIODE No power Failed diode(s) in main rectifier
004 GFCO OPEN and not in REST None GF Cutout Switch is open with the system not in REST.
005 DRIVE SYSTEM OVERTEMP
:01 auxiliary phase control
:02 auxiliary inverter
:03 afse
:04 alternator
:05 left stator
:06 left rotor
:07 right stator
No Propel Temperature exceeds a limit for a sufficient time.
:08 right rotor
:09 chopper IGBT
:10 chopper diode
:11 left IGBT module
:12 left diode
:13 right IGBT module
:14 right diode
:15 rectifier diode
006 BOTH INVERTERS COMMUNICATION FAILED No power Lost communication with both inverters
008 DC LINK OVERVOLTAGE No power DC link voltage exceeds limit for a sufficient time.
:01 not in retard Occurs while not in retard, exceeds propel voltage limit
:02 in retard Occurs while in retard, exceeds retard voltage limit
:03 instantaneous Occurs instantaneously in propel or retard, exceeds link
voltage limit
009 ALT FIELD OVERCURRENT Alternator field current exceeds limit.
:01 normal No power Exceeds current limit over time
:02 instantaneous Exceeds current limit with no persistence
:03 persistent With persistence due to low engine speed
011 RETARD LEVER BAD
:01 voltage too high None Incorrect input from retard lever
:02 voltage too low
012 RETARD PEDAL BAD
:01 voltage too high None Incorrect input from retard pedal
:02 voltage too low
013 LINKV TEST FAILED No power Incorrect link volts


014 ANALOG SENSOR FAULT

:01 alt field amps
:02 link amps
:03 load box amps
:04 3 phase alt volts
:05 alt field volts
:10 PSC link volts
:11 inv1 link volts Speed limit Incorrect input from a sensor
:12 inv2 link volts
:13 A2D ground
:14 A2D gain
:15 fault current
:16 ATOC
:21 grid blower 1 amps
:22 grid blower 2 amps
015 ANALOG SENSOR FAULT (restrictive) Speed limit
Incorrect input from a sensor
:02 link amps
016 PSC CPU CARD (FB147) Problem has occurred in the system CPU card.
:01 task_1
:02 task_2
:03 task_3
:04 task_4 Failed to initialize
:05 task_5 No power
:06 task_6
:07 maintenance task
:09 flash CRC Flash CRC computation did not match expected value.
:10 BRAM CRC CRC on BRAM does not match expected value.
:11 excess timeouts On power up, excessive timeouts occurred.
:12 invalid pointers (data pack corrupted) On power up, the status of data in BBRAM is invalid.
017 DIGITAL I/O CARD FAULT (FB104) No power System CPU cannot communicate with digital I/O card.
018 ANALOG I/O CARD FAULT (FB173) System CPU cannot communicate with analog I/O card.
:01 analog card no response No power Card missing
:02 analog card timeout Read timeout
019 RIDING RETARD PEDAL SYS Event Brake pedal applied while truck speed is >5 mph
020 LO SPEED HI TORQUE TIMEOUT No propel Torque limit exceeded


021 TCI COMM. FAULT PSC received no serial data from TCI over period of time.
:01 Message missing
:02 Bad tick
:03 Bad CRC No propel
:04 Overflow
:05 Bad start
:06 Bad stop
022 PERSISTENT TCI COMM FAULT No serial data received from TCI and truck is stopped for
No power
10 seconds.
023 TERTIARY OVERCURRENT Current in alternator field tertiary winding exceeds limit
No propel
over time.
024 PSC CONFIG FILE INCORRECT Incorrect or missing PSC configuration file
:01 no file No configuration file selected
:02 bad CRC No power
:03 wrong version Wrong configuration file version
:04 overspeeds incorrect Incorrect overspeed values
025 AUX INVERTER FAULT Auxiliary blower system fault
:01 not ok or no speed feedback Auxiliary speed feedback indicates no or incorrect blower
No power
speed.
:02 numerous shutdowns Auxiliary OK goes low twice when speed command is
greater than running speed.
026 CAPACITOR OVERPRESSURE No power Excessive filter cap pressure
:01 INV1 No power INV1 capacitor
:02 INV2 No power INV2 capacitor
027 PSC PANEL CONNECTOR A panel connector B, C, or D is not properly connected.
:01 CNFB
No power
:02 CNI/CNX (3500 HP, 150 TON)
:03 Aux blower connector
030 GF CONTACTOR Speed limit GF command/feedback don't agree.
031 BATTERY BOOST CIRCUIT
:01 GFR failed to open GFR command/ feedback don't agree.
Speed limit
:02 GFR failed to close
:03 SCR3 failed
032 RP CONTACTOR
:01 RP1 Speed limit & engine
RP command/ feedback don't agree.
:02 RP2 speed/RP
:03 RP3
033 RETARD CIRCUIT Speed limit & engine
speed/RP
035 ESS INPUT Speed limit Engine speed sensor is out of range.


036 GY19 GRID BLOWER FAILURE

:01 blower 1 stall
:02 blower 2 stall
No power A grid blower has failed.
:03 blower 1 open
:04 blower 2 open
:05 blower 1 & 2 delta too large
037 COMPUTER POWER SUPPLY
:01 VOLTS 5 POS +5V power supply is out of limits.
:02 VOLTS 15 POS +15V power supply is out of limits.
Speed limit
:03 VOLTS 15 NEG -15V power supply is out of limits.
040 VOLTS 24 POS +24V power supply is out of limits.
041 VOLTS 24 NEG -24V power supply is out of limits.
042 DIRECTION SELECTED IN LOAD BOX MODE Selector switch moved to FORWARD or REVERSE
No propel
during self load.
043 DRIVE SYSTEM BATTERY LOW Speed limit Battery volts are below limit.
044 DRIVE SYSTEM BATTERY HIGH None Battery volts are above limit.
045 CHOPPER OPEN CIRCUIT Open circuit in a chopper
:01 chopper 1 Speed limit Open circuit in chopper 1
:02 chopper 2 Open circuit in chopper 2
046 RETARD SHORT CIRCUIT Failure during chopper self test. Link voltage decayed too
Speed limit & engine
quickly when AFSE command set low, prior to starting
speed
test.
047 ENGINE STALL No power An engine stall condition has occurred.
048 SHORTED DC LINK No power DC link short detected at startup.
051 TACH LEFT REAR Input from M1 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV1 disable released.
:02 high output with truck stopped High output from sensor with all other wheel speeds at
zero.
052 TACH RIGHT REAR Input from M2 sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with front wheels moving, brake
INV2 disable released.
zero.
053 TACH LEFT FRONT Input from left front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
SYS Event released.
zero.
054 TACH RIGHT FRONT Input from right front wheel sensor is out of tolerance.
:01 zero output with truck moving Zero output from sensor with rear wheels moving, brake
SYS Event released.
zero.


055 FRONT WHEEL TACHS SYS Event

056 INVERTER SW VERSION Incorrect version of Inverter Software is installed.
:01 Inverter # 1 SYS Event
:02 Inverter # 2
061 MOTOR OVERSPEED SYS Event Truck is over the motor overspeed limit.
063 ENGINE LOAD SIGNAL
:01 below minimum Engine load out of range.
:02 above maximum
SYS Event
:03 PWM signal failed low.
:04 PWM signal failed high.
:05 PWM signal failed incorrect period.
065 TEMP INPUT RANGE CHECK An analog input is outside the design range of valid
values.
:01 aux pc temp sensor Auxiliary phase controller temperature sensor
:02 aux inv temp sensor Auxiliary inverter temperature sensor
:03 afse temp sensor AFSE temperature sensor
:04 alternator temp
:05 left stator temp
:06 left rotor temp
:07 right stator temp Speed limit
:08 right rotor temp
:09 chopper IGBT temp
Temperature is out of range.
:10 chopper diode temp
:11 left IGBT module temp
:12 left diode temp
:13 right IGBT module temp
:14 right diode temp
:15 rectifier diode temp
070 LINK CAPACITANCE LEVEL LOW SYS Event Link capacitance level is low, but OK.
071 LINK CAPACITANCE LEVEL TOO LOW Speed Limit Link capacitance level is too low.
072 GROUND FAULT CIRCUIT Speed Limit Ground fault detection circuit
074 INV1 COMM FAILED
:01 No communication Inverter #1 INV1 Disable
:02 Inverter #1 customer option bit
075 INV2 COMM FAILED
:01 No communication Inverter #2 INV2 Disable
:02 Inverter #2 customer option bit


076 FB173 CARD FB173 card failure

:01 speed FPGA DL
:02 speed FPGA run
:03 ALT FPGA DL
:04 Microcontroller
:05 slow task No power
:06 med task
:07 fast task
:08 FD task
:09 Alternator 3 phase volts bad
:10 alt FPGA timeout
077 INVERTER FAILED VI TEST No power Inverter failed during test.
078 Inverter Background Communication Failure A failure in the inverter background communication was
Sys Event
detected.
084 CONTROL POWER SWITCH OFF SYS Event Control power switch is turned off while truck is moving.
085 AUX COOLING A fault has occurred in the auxiliary blower operation.
:02 aux rpmfb input Rpm of Aux Blower out of range.
SYS Event
:03 aux rpm feedback Rpm feedback does not match rpm command.
:04 abnormal shutdown A fault occurred during shutdown
087 HP LOW SYS Event Horsepower adjust is at negative limit for 30 seconds.
088 HP LIMIT SYS Event Horsepower limit exceeded while in propulsion.
089 ENGINE SPEED DOES NOT MATCH
COMMAND Engine speed feedback does not match commanded
SYS Event
speed.
:02 RPM does not match command
091 INVERTER 1 CUTOUT SYS Event
092 INVERTER 2 CUTOUT SYS Event
094 ILLEGAL LIMP REQUEST SYS Event A “limp mode” request is received while truck is moving.
095 BAD BRAM BATTERY SYS Event BRAM battery voltage is low.
096 UNEXPECTED PSC CPU RESET SYS Event PSC CPU reset without request.
098 DATA STORE SYS Event PTU data store command

(Codes Received from Inverter 1 & 2)

100/200 INVERTER CPU CARD (FB172)

:23 pat fail out 100 Pattern had bad A, B, C output 100%.
:29 no extvi TIC Extrapolation interrupt not running
:30 no vector TIC Vector interrupt not running
:31 no I TIC TIC I TIC interrupt not running
:32 NMI occurred Non-maskable interrupt occurred.
:34 no background TIC Background not running
INV1 (INV2) off
:35 PGA not programmed PGA could not be programmed.
:38 PGA init failed PGA initialization failed.
:39 PGA DP failed PGA D/P did not initialize.
:40 par not found Parameter not found
:41 multiple par Parameter multiply defined
:48 no cam TIC Cam ISR not running
:49 no peak samp TIC Peak sample ISR not running
101/201 INVERTER CPU CARD (NR)
:01 Aup cmd not off Phase A up command not off
:02 Adn cmd not off Phase A down command not off
:03 Bup cmd not off Phase B up command not off
:04 Bdn cmd not off Phase B down command not off
:05 Cup cmd not off Phase C up command not off
:06 Cdn cmd not off Phase C down command not off
:07 Aup cmd not on Phase A up command not on
INV1 (INV2) off
:08 Adn cmd not on Phase A down command not on
:09 Bup cmd not on Phase B up command not on
:10 Bdn cmd not on Phase B down command not on
:11 Cup cmd not on Phase C up command not on
:12 Cdn cmd not on Phase C down command not on
:13 no chopper TIC1 Chopper 1 interrupt not running
:14 no chopper TIC2 Chopper 2 interrupt not running
:16 inv CPU reset Inverter CPU was reset.


102/202 INV I/O CARD (FB172)

:05 gnd not ok Logic ground not OK
:08 no IO card Could not access I/O card
:09 eoc not working A/D conversion did not work.
:10 DB no brake DB on too long while not braking
:11 ptf A signal Phase A overcurrent signal too long
INV1 (INV2) off
:12 ptf B signal Phase B overcurrent signal too long
:13 ptf C signal Phase C overcurrent signal too long
:14 IC zero not ok Current IC not zero at start up
:15 IC not ok C phase current too high
:16 ptl not ok Protective turn off circuit not OK
:17 cur measure not ok Phase A and B currents do not match.
103/203 INV I/O CARD (NR)
:01 chop 1 cmd not off Chopper 1 command not off
:02 chop 2 cmd not off Chopper 2 command not off
:03 chop 1 cmd not on Chopper 1 command not on
:04 chop 2 cmd not on Chopper 2 command not on
:05 volt scale A flt Scale A volts out of range 70%, 100%
:06 volt scale B flt Scale B volts out of range 70%, 100%
:07 link V scale flt Link V scale out of range 70%, 100%
:08 current scale A flt Scale A current out of range 70%, 100%
:09 current scale B flt Scale B current out of range 70%, 100%
:10 input V scale fit Input V scale out of range 70%, 100%
:11 V test VCO high High frequency on VCO Vtest channel
None
:12 V test VCO low Low frequency on VCO Vtest channel
:13 IA VCO hi High frequency on IA channel
:14 IB VCO hi High frequency on IB channel
:15 link V VCO hi High frequency on VCO link filter V channel
:16 infilV VCO hi High frequency on VCO in filter V channel
:17 IA too high IA current too positive
:18 IA too low IA current too negative
:19 IB too high IB current too positive
:20 IB too low IB current too negative
:21 link V too hi Link voltage too positive
:22 infilV too hi Input filter voltage too positive
:23 DB chop VCO hi High frequency on VCO DB chopper channel


103/203 INV I/O CARD (NR)

:24 DB chopV too hi DB chopper voltage too positive
:25 VA VCO hi High frequency on VCO VA channel
:26 VB VCO hi High frequency on VCO VB channel
:27 VC VCO hi None High frequency on VCO VC channel
:28 VA volts too hi VA voltage too positive
:29 VB volts too hi VB voltage too positive
:30 volt scale C flt Scale C volts out of range 70%, 120%
:31 VC volts too hi VC voltage too positive
104/204 FIBER OPTIC CARD
:01 fo ps low Fiber optic power supply monitor
INV1 (INV2) off
:02 fo card disable Fiber optic card disabled
:03 fo card enable Fiber optic card enabled and no dir
105/205 POWER SUPPLY CARD
:01 P5V not ok +5 volt not in tolerance
INV1 (INV2) off
:03 N15V not ok -15 volt not in tolerance
:07 N24V not ok -24 volt not in tolerance
106/206 DC WIRING
:01 DC pwr conn open INV1 (INV2) off DC power connection is open.
:02 link V phase V mismatch Link and phase voltage are mismatched.
107/207 GDPS FAILURE
:01 gate dr ps off SYS Event No power to gate drive power supply or it failed
:02 gate dr ps off S No power to gate drive power supply or it failed with
INV1 (INV2) off enable/DC volts
:03 multiple IGBT not off S Multiple IGBTs not off with enable/DC volts
109/209 LINK VOLTS SENSOR
INV1 (INV2) off
:01 linkV sensor flt Link voltage sensor failed
111/211 INPUT VOLTS SENSOR
INV1 (INV2) off
:01 Vfil not ok Filter voltage outside limits


113/213 INVERTER, GENERAL

:01 Aup cur hi Phase A current out too high
:02 Adn cur hi Phase A current in too high
:03 Bup cur hi Phase B current out too high
:04 Bdn cur hi Phase B current in too high
:05 Cup cur hi Phase C current out too high
:06 Cdn cur hi Phase B current in too high
:07 Aup cur lo Phase A current out too low
:08 Adn cur lo Phase A current in too low
:09 Bup cur lo Phase B current out too low
:10 Bdn cur lo Phase B current in too low
:11 Cup cur lo Phase C current out too low
:12 Cdn cur lo Phase C current in too low
:13 A zero cur hi Phase A current out not zero
:15 B zero cur hi Phase B current out not zero
:17 A volt hi Adn Phase A volt too high while phase A down on
:18 A volt lo Aup Phase A volt too low while phase A up on
:19 A volt hi Bdn Phase A volt too high while phase B down on
:20 A volt lo Bup Phase A volt too low while phase B up on
:21 A volt hi Cdn Phase A volt too high while phase C down on
:22 A volt lo Cup INV1 (INV2) off Phase A volt too low while phase C up on
:23 B volt hi Adn Phase B volt too high while phase A down on
:24 B volt lo Aup Phase B volt too low while phase A up on
:25 B volt hi Bdn Phase B volt too high while phase B down on
:26 B volt lo Bup Phase B volt too low while phase B up on
:27 B volt hi Cdn Phase B volt too high while phase C down on
:28 B volt lo Cup Phase B volt too low while phase C up on
:29 C volt hi Adn Phase C volt too high while phase A down on
:30 C volt lo Aup Phase C volt too low while phase A up on
:31 C volt hi Bdn Phase C volt too high while phase B down on
:32 C volt lo Bup Phase C volt too low while phase B up on
:33 C volt hi Cdn Phase C volt too high while phase C down on
:34 C volt lo Cup Phase C volt too low while phase C up on
:35 Aup fault cur Phase A fault current when phase A up on
:36 Adn fault cur Phase A fault current when phase A down on
:37 Bup fault cur Phase B fault current when phase B up on
:38 Bdn fault cur Phase B fault current when phase B down on
:39 Cup fault cur Phase C fault current when phase C up on
:40 Cdn fault cur Phase C fault current when phase C down on
:48 A volt hi off Phase A voltage high with all IGBTs off
:49 A volt lo off Phase A voltage low with all IGBTs off


113/213 INVERTER, GENERAL

:50 B volt hi off Phase B voltage high with all IGBTs off
:51 B volt lo off Phase B voltage high with all IGBTs off
:52 C volt hi off Phase C voltage high with all IGBTs off
:53 C volt lo off Phase C voltage high with all IGBTs off
:54 phase short pos Possible phase to DC+ short
:55 phase short neg Possible phase to DC- short
:60 linkV too hi PTL Link volts above PTL
:70 Aph neg I low Phase A negative current low (unbalance)
:71 Bph neg I low Phase B negative current low (unbalance)
:72 Cph neg I low INV1 (INV2) off Phase C negative current low (unbalance)
:73 Aph neg I hi Phase A negative current high (unbalance)
:74 Bph neg I hi Phase B negative current high (unbalance)
:75 Cph neg I hi Phase C negative current high (unbalance)
:76 Aph pos I low Phase A positive current low (unbalance)
:77 Bph pos I low Phase B positive current low (unbalance)
:78 Cph pos I low Phase C positive current low (unbalance)
:79 Aph pos I hi Phase A positive current high (unbalance)
:80 Bph pos I hi Phase B positive current high (unbalance)
:81 Cph pos I hi Phase C positive current high (unbalance)
:82 no current w run No current while running
114/214 INVERTER, GENERAL (NR)
:22 IA VCO lo Low frequency on IA channel
:24 IB VCO lo Low frequency on IB channel
:26 linkV VCO lo Low frequency on VCO link filter V channel
:28 infilV VCO lo Low frequency on VCO in filter V channel
:38 LinkV too lo Link voltage too negative
:40 infilV too lo Input filter voltage too positive
:46 DB chop VCO lo None Low frequency on VCO DB chopper channel
:48 DB chopV too lo DB chopper voltage too negative
:50 VA VCO lo Low frequency on VCO VA channel
:52 VB VCO lo Low frequency on VCO VB channel
:54 VC VCO lo Low frequency on VCO VC channel
:56 VA volts too lo VA voltage too negative
:58 VB volts too lo VB voltage too negative
:61 VC volts too lo VC voltage too negative


119/219 INVERTER, PHASE A-

:01 alarm AN Phase A negative IGBT did not turn off.
:02 Adn fb not off Phase A down feedback is not off.
:03 phase A modl neg Phase A negative module failed.
:04 hold AN INV1 (INV2) off Phase A positive and negative IGBTs are on (negative
turn on).
:05 Adn fb not on Phase A down feedback is not on.
:06 Adn IGBT not on Phase A negative IGBT did not turn on.
:07 IGBT_PS_AN IGBT protective shutoff
120/220 INVERTER, PHASE A- (NR)
:02 Adn temp short Phase A down thermistor short
:03 Adn temp open Phase A down thermistor open
None
:04 Adn temp warm Phase A down thermistor warm
:05 Adn temp hot Phase A down thermistor hot
:06 Adn fb not off S Phase A down not off with enable/DC volts
121/221 INVERTER, PHASE A CURR
:01 I sensor ph A Phase A current sensor failed.
:02 IA zero not ok Current IA not zero at startup
INV1 (INV2) off
:03 IA not ok Phase A current too high
:04 I snsr ph A open Phase A current sensor open
:05 I snsr ph A short Phase A current sensor short
123/223 INVERTER, PHASE A VOLTS
:01 V sensor phase A INV1 (INV2) off Phase A voltage sensor failed.
:02 VA not ok Phase A voltage too high
125/225 INVERTER, PHASE B+/B-
:01 alarm B Phase B IGBT did not turn off
:02 PTF B INV1 (INV2) off Overcurrent on phase B
:03 IGBT_SAT_BP IGBT saturated
:04 IGBT_SAT_BP IGBT saturated
126/226 INVERTER, PHASE B+
:01 alarm BP Phase B IGBT did not turn off.
:02 Bup fb not off Phase B up feedback is not off.
:03 phase B modl pos Phase B positive module failed.
INV1 (INV2) off
:04 hold BP Phase B positive and negative IGBTs are on (positive
turn on).
:05 Bup fb not on Phase B feedback is not on.
:06 Bup IGBT not on Phase B positive IGBT did not turn on.


127/227 INVERTER, PHASE B+

:02 Bup temp short Phase B up thermistor short
:03 Bup temp open Phase B up thermistor open
None
:04 Bup temp warm Phase B up thermistor warm
:05 Bup temp hot Phase B up thermistor hot
:06 Bup fb not off S Phase B up not off with enable/DC volts
128/228 INVERTER, PHASE B-
:01 alarm BN Phase B negative IGBT did not turn off.
:02 Bdn fb not off Phase B down feedback is not off.
:03 phase B modl neg Phase B negative module failed.
:04 hold BN INV1 (INV2) off Phase B positive and negative IGBTs are on (negative
turn on).
:05 Bdn fb not on Phase B down feedback is not on.
:06 Bdn IGBT not on Phase B negative IGBT did not turn on.
:07 IGBT_PS_BN IGBT protective shutoff
129/229 INVERTER, PHASE B- (NR)
:02 Bdn temp short Phase B down thermistor short
:03 Bdn temp open Phase B down thermistor open
None
:04 Bdn temp warm Phase B down thermistor warm
:05 Bdn temp hot Phase B down thermistor hot
:06 Bdn fb not off S Phase B down not off with enable/DC volts
130/230 INVERTER, PHASE B CURR
:01 I sensor ph B Phase B current sensor failed.
:02 IB zero not ok Current IB not zero at startup
INV1 (INV2) off
:03 IB not ok Phase B current too high
:04 I snsr ph B open Phase B current sensor open
:05 I sensr ph B short Phase B current sensor short
132/232 INVERTER, PHASE B VOLTS
:01 V sensor phase B INV1 (INV2) off Phase B voltage sensor failed.
:02 VB not ok Phase B voltage too high
134/234 INVERTER, PHASE C+/C-
:01 alarm C Phase C IGBT did not turn off.
:02 PTF C INV1 (INV2) off Overcurrent on phase C
:04 IGBT_SAT_CP IGBT saturated
:05 IGBT_SAT_CN IGBT saturated


135/235 INVERTER, PHASE C+/C-

:01 alarm CP Phase C positive IGBT did not turn off.
:02 Cup fb not off Phase C up feedback is not off.
:03 phase C modl pos Phase C positive module failed.
:04 hold CP INV1 (INV2) off Phase C positive and negative IGBTs are on (positive
turn on).
:05 Cup fb not on Phase C up feedback is not on.
:06 Cup IGBT not on Phase C positive IGBT did not turn on.
:07 IGBT_PS_CP IGBT protective shutoff
136/236 INVERTER, PHASE C+
:02 Cup temp short Phase C up thermistor short
:03 Cup temp open Phase C up thermistor open
None
:04 Cup temp warm Phase C up thermistor warm
:05 Cup temp hot Phase C up thermistor hot
:06 Cup fb not off S Phase C up not off with enable/DC volts
137/237 INVERTER, PHASE C-
:01 alarm CN Phase C negative IGBT did not turn off.
:02 Cdn fb not off Phase C down feedback is not off.
:03 phase C modl neg Phase C negative module failed.
:04 hold CN INV1 (INV2) off Phase C positive and negative IGBTs are on (negative
turn on).
:05 Cdn fb not on Phase C down feedback is not on.
:06 Cdn IGBT not on Phase C negative IGBT did not turn on.
:07 IGBT_PS_CN IGBT protective shutoff
138/238 INVERTER, PHASE C- (NR)
:02 Cdn temp short Phase C down thermistor short
:03 Cdn temp open Phase C down thermistor open
None
:04 Cdn temp warm Phase C down thermistor warm
:05 Cdn temp hot Phase C down thermistor hot
:06 Cdn fb not off S Phase C down not off with enable/DC volts
141/241 INVERTER, PHASE C VOLTS
:01 V sensor phase C INV1 (INV2) off Phase C voltage sensor failed.
:02 VC not ok Phase C voltage too high
143/243 INVERTER, TACH 1 (NR)
:01 tach1 rate hi Tach 1 high rate of change
INV1 (INV2) off
:02 tach1 no input Tach 1 no frequency input
:03 TACH_INTERMIT
None
:01 tach1 one channel Tach 1 single channel operation
145/245 INVERTER, TACH 2
:01 tach2 high rate None Tach 2 high rate of change
:02 tach2 no input Tach 2 no frequency input



None
:01 tach2 one channel Tach 2 single channel operation
148/248 INVERTER, CHOPPER 1 (NR)
:01 chop1 fb not off Chopper 1 feedback is not off.
:02 chop1 fb not on Chopper 1 feedback is not on.
:03 chopA temp short ChopA thermistor short
None
:04 chopA temp open ChopA thermistor open
:05 chopA temp warm ChopA thermistor warm
:06 chopA temp hot ChopA thermistor hot
:07 DB1 fb not off S Chopper 1 not off with DC volts
150/250 INVERTER, CHOPPER 2 (NR)
:01 chop2 fb not off Chopper 2 feedback is not off.
:02 chop2 fb not on Chopper 2 feedback is not on.
:03 chop B temp short Chop B thermistor short
None
:04 chop B temp open Chop B thermistor open
:05 chop B temp warm Chop B thermistor warm
:06 chop B temp hot Chop B thermistor hot
:07 DB2 fb not off S Chopper 2 not off with DC volts
151/251 MISCELLANEOUS
INV1 (INV2) off
:01 tach differential Too much speed difference
153/253 INVERTER, MOTOR
:01 motor open Motor connection open
INV1 (INV2) off
:02 motor short Motor connection short
154/254 INVERTER MOTOR FAULTS (NR)
:01 rotor temp hi None Motor rotor temperature is high.
:02 stator temp hi Motor stator temperature is high.
155/255 INVERTER, SECOND LOAD
None
:01 second load open Second load connection open
175/275 INV 1 GENERIC EVENT None Inverter shutdown with no event code
176/276 INV 1 GENERIC EVENT INV1 (INV2) off

(Codes Received from TCI)

601 TCI FB144 CPU CARD

:01 10ms task failed to init
:03 50ms task failed to init TCI CPU card problem
No propel
:06 flt manager task
:07 flash CRC
Flash CRC computation did not match expected value.
:09 main task failed to init
:10 excess timeouts Upon power-up, excessive bus timeouts occurred.
:11 BBRAM bad
:12 BBRAM CRC CRC on BBRAM did not match expected value.
602 FB104 DIGITAL I/O CARD FAULT No propel Internal TCI self-test detected a digital I/O card problem.
603 FB160 ANALOG I/O CARD FAULT Internal TCI self-test detected an analog I/O card
No propel
problem.
604 PSC FAULT
:01 missing message
:02 bad tick
:03 bad CRC Speed limit Lost RS422 communication with PSC.
:04 FIFO overflow
:05 bad start bit
:06 bad stop bit
Lost RS422 communication with auxiliary blower
605 AUX BLOWER COMM. FAULT None controller while auxiliary blower is in failure mode and
DC link is not energized.
607 POSITIVE 5 VOLTS Speed limit +5V power supply out of limits
608 POSITIVE 15 VOLTS Speed limit +15V power supply out of limits
609 NEGATIVE 15 VOLTS Speed limit -15V power supply out of limits
610 POT REFERENCE Speed limit Pot reference (10.8V) out of limits
611 FREQUENCY INPUT Front wheel speed input out of range
:01 left front wheel speed None Left front wheel sensor out of range
:02 right front wheel speed Right front wheel sensor out of range
613 ANALOG INPUT
:01 A2D gnd Speed limit Signal is outside the design range of valid values.
:02 A2D gainchk
614 BATTERY SEPARATE CONTACTOR FAILURE
Signal is outside the design range of valid values.
:01 Battery Separate Failure
SYS Event
:02 crank batt > cntrl batt
Voltage difference greater than 3V
:03 cntrl batt > crank batt
616 DIRECTION MISMATCH Simultaneous FORWARD and REVERSE commands
No propel
were received.


617 ENGINE START REQUEST DENIED

:01 engine warn while cranking Engine warning occurs after engine crank command is
SYS Event given.
:02 engine kill while cranking Engine kill input occurs while engine crank command is
active.
619 ENGINE WARNING RECEIVED Engine controller sends caution signal, rpm above low
No propel
idle.
620 ENGINE KILL WHILE VEHICLE MOVING Engine shutdown switch is activated while truck is
No propel
moving.
622 PARK BRAKE FAULT Error in parking brake operation has occurred.
:01 command/response failure Park brake command and feedback don't agree.
No propel
:02 set above maximum speed Parking brake set feedback is received while truck is
moving.
623 HYDRAULIC BRAKE FLUID Hydraulic brake oil temperature has exceeded the limit.
:01 tank
:02 left front outlet
SYS Event
:03 right front outlet
:04 left rear outlet
:05 right rear outlet
624 BODY UP AND PAYLOAD INDICATION Full payload and body up signal are received at the
Speed Limit
same time.
625 Extended Battery Reconnect Time Excessive time since battery separate and battery
None
reconnection
628 CONNECTED BATTERY VOLTS One of the connected batteries' volts are incorrect with
engine speed above low idle.
:01 control battery low Control battery voltage below minimum limit (20)
SYS Event
:02 control battery high Control battery voltage above maximum limit (32)
:03 crank battery low Cranking battery voltage below minimum limit (20)
:04 crank battery high Cranking battery voltage above maximum limit (32)
629 BAROMETRIC PRESSURE SIGNAL Barometric pressure signal is outside operational limits.
:01 low SYS Event Voltage is below minimum operational limit.
:02 high Voltage is above maximum operational limit.
630 MOTOR BLOWER PRESSURE Motor inlet and outlet pressure signal is outside
operational limits.
:01 no cooling air No voltage signal feedback
Speed Limit
:02 low voltage Voltage feedback is below minimum operational limit.
:03 high voltage Voltage is above maximum operational limit.
:04 sensor reversed
631 AMBIENT TEMPERATURE Ambient temperature signal is outside operational limits.
SYS Event
:02 high Voltage is above maximum operational limit.
632 TCI CONFIGURATION DATA No propel Problem with TCI configuration file
:01 no file loaded No propel No configuration file is loaded.
:02 bad CRC No propel
:03 version incorrect No propel Wrong version of file is loaded.


633 BBRAM CORRUPTED SYS Event Battery backed RAM has failed.
634 TRUCK OVERLOADED - RESTRICTIVE NO PROPEL The over-payload signal is on, operation restricted.
635 TRUCK OVERLOADED - NON-RESTRICTIVE SYS Event The over-payload signal is on, propulsion allowed.
636 AUX INVERTER An auxiliary blower control failure has occurred.
:01 buss volts low Low DC bus was detected during powerup.
:02 buss volts high High DC bus was detected during powerup.
:03 overcurrent Overcurrent condition was detected during operation.
:04 battery loss Loss of blower control battery voltage has occurred.
:05 high dc buss when running High DC bus voltage was detected during operation.
:06 high dc buss after pc powerup High DC bus voltage was detected after phase controller
powerup.
:07 Low dc buss after pc powerup Low DC bus voltage was detected after phase controller
SYS Event
powerup.
:08 high dc buss when running High DC bus voltage was detected during operation.
:09 overcurrent after pc powerup, current overload Overcurrent condition was detected after phase
controller power up.
:10 current overload Sustained current overload exists.
:11 low dc buss overcurrent Overcurrent due to low DC bus voltage
:12 low dc buss current overload Sustained current overload due to low DC bus voltage
:13 gate drive trip IGBT protection circuit detected an overload.
:14 no input voltage Zero input voltage was detected.
638 ENGINE CRANKING TIMEOUT SYS Event Engine is cranking longer than allowed.
639 ENGINE START REQUEST WHILE RUNNING Engine start request signal occured while engine RPM
SYS Event
greater than 600 RPM, and longer than 3 seconds.
640 ACCEL PEDAL TOO HIGH No Propel Accelerator pedal voltage is high.
641 ACCEL PEDAL TOO LOW SYS Event Accelerator pedal voltage is low.
696 UNEXPECTED TCI CPU RESET SYS Event TCI CPU reset without request.
698 DATA STORE SYS Event A data snapshot has been manually initiated.

PSC SOFTWARE FUNCTIONS Test State: The purpose of this state is to provide an
environment for the verification of system
The operation of the AC drive system is regulated by functionality. The test state will support a variety of
a software program which resides in the propulsion activities, including:
system control panel's memory. The software
program also contains instructions to test and fault • Waiting for the engine to start (if needed).
isolate the system. • Automatic testing on initial system startup or
This section describes the PSC software program following rest state.
and its functions without regard to hardware. • Application of power to the DC link.
• Externally initiated testing to clear a fault, set
temporary variables, or for maintenance
Input Processing purposes.
This function reads in all external inputs for use by NOTE: The test state may be either powered or
the PSC. The input processing function performs any unpowered at a given point in time, depending on
signal conditioning that is required and computes the which activities are being performed.
required derived inputs.
Ready State: This is the default powered state. The

State Machine system will be in this state whenever the engine and
control system are ready to provide power, but none
As part of the total software package, a particular is requested.
group of regulatory software commands is included
called a “state machine”. The state machine controls Ready state is also the state where the DC link is
the various functions of truck operation. discharged in preparation for shutdown, rest, or in
reaction to certain event conditions. Therefore, the
The software implements the state machine by ready state should not be considered strictly a
keeping track of which state the truck is in and which powered state (as are propel and retard).
state the truck is allowed to move into if the operator
requests a different mode of operation. Each
software state is defined as follows: Rest State: The purpose of this state is to conserve
fuel while the truck idles for an extended period of
time. The rest state also provides an environment
Startup/Shutdown State: The purpose of this state where maintenance personnel can control the engine
is to ensure the system is in a desired known state without causing power to be applied to the DC link.
upon startup or shutdown. This is an unpowered The rest state is an unpowered state.
state.
NOTE: “Powered” and “unpowered” refer to the state
of the DC link. 600 volts or more equals “powered”, Propel State: The purpose of this state is to provide
50 volts or less equals “unpowered”. the power system configuration and overall
environment for engine-powered propulsion. This is a
powered state. The system will not be allowed to
maintain the propel state without sufficient power on
the DC link.
Retard State: This state provides the power system

configuration and overall environment for retard
functions, where energy from vehicle movement is
dissipated in the retarding grid resistors in an effort to
slow the truck. The retard state is a powered state.

Transitions between states under normal operational Transition to Rest State: This transition will occur
conditions (no failures, etc.) are described as follows: automatically from the Test or Ready state if a
request for Rest state is received from the TCI and all
of the following conditions are true:
Transition to Startup/Shutdown State
• Any testing in progress is complete.
(for Startup): The system will transition to the
Startup/Shutdown state for the purpose of “startup” • The system temperatures are cool enough to
whenever execution control is initially transferred to allow the Rest state (function of IGBT phase
the application program (after application of power, module, chopper module, and motor
system reset, etc). temperatures).
• The AFSE panel is disconnected and there is
essentially no voltage on the DC link.
Transition to Startup/Shutdown State • The truck is not moving.
(for Shutdown): The system will transition to the
Startup/Shutdown state for the purpose of
“shutdown” from the Test, Rest, Ready, or Startup/ Transition from Ready State to Test State: This
Shutdown (if previously entered for the purpose of transition will occur if the truck is not moving and a
startup) state if all of the following conditions are true: request for testing is received.
• System power is removed, or the control power
switch or key switch is turned off.
Transition from Ready State to Propel State: This
• The truck is not moving.
transition will occur if all of the following conditions
• There is essentially no voltage on the DC link. are true:
• Any testing in progress is complete. • The accel pedal is pressed.
NOTE: Testing in progress does not have to be • A direction has been chosen (the truck is either in
successful, but for the purpose of ensuring an orderly FORWARD or REVERSE).
shutdown it must be complete before the current
• There is sufficient voltage on the DC link.
state is exited.
• At least one of the following conditions is true:
a. The retard pedal or lever is not pressed or is
Transition from Startup/Shutdown State to Test pressed such that an insignificant amount of
State: This transition will occur automatically once retarding effort is requested.
initialization is complete (functions performed while in
Startup/Shutdown state for the purpose of startup b. Truck speed is such that retard is not
have been completed). allowed.
c. Truck speed is less than the motor
overspeed limit.
Transition from Test State to Ready State: This
d. The TCI accel inhibit is not active.
transition will occur upon completion of any required
testing if the TCI Rest state request is not active and
there is sufficient voltage on the DC link.

Transition from Ready State to Retard State: This Transition from Propel State to Retard State: This
transition will occur if truck speed is such that retard transition will occur if at least one of the following
is allowed and at least one of the following conditions conditions exists:
exists:
• Truck speed is such that retard is allowed, and
• Truck speed is greater than or equal to motor the retard pedal or lever is pressed such that a
overspeed limit. Overspeed will not be engaged significant amount of retarding effort is
such that it prevents the truck from propelling at requested.
40 mph (64 kph). • Truck speed exceeds the motor speed limit.
• The retard pedal or lever is pressed such that a Overspeed will not be engaged such that it
significant amount of retarding effort is prevents the truck from propelling at 40 mph (64
requested. kph).
• All of the following conditions are true: • All of the following conditions are true:
a. Retard speed control is selected. a. Retard speed control is selected.
b. Truck speed exceeds the set retard speed, b. Truck speed exceeds the set retard speed,
or the truck is accelerating such that the or the truck is accelerating such that the
truck speed will soon exceed the set retard truck speed will soon exceed the set retard
speed if no action is taken. speed if no action is taken.
c. The accel pedal is not pressed and/or the c. The truck is configured such that accelerator
truck is configured such that accelerator pedal signal does not override the retard
pedal signal does not override retard speed speed control.
control.
Transition from Retard State to Ready State: This

Transition from Rest State to Test State: This transition will occur if all of the following conditions
transition will occur upon release of the TCI rest exist:
request. • Overspeed is not active.
NOTE: A transition directly from Rest state to Ready • At least one of the following conditions is true:
state is not allowed because the system is essentially
off and should be brought back on-line and checked a. The retard pedal or lever is not pressed or is
out before Ready state is entered. pressed such that an insignificant amount of
retarding effort is requested.
b. Truck speed is such that retarding is not
Transition from Propel State to Ready State: This allowed.
transition will occur if all of the following conditions
• At least one of the following conditions is true:
exist:
a. Retard speed control is not selected.
• The accelerator pedal is not pressed.
b. Truck speed is low enough such that retard
• The retard pedal or lever is not pressed or is
speed control is not active.
pressed such that an insignificant amount of
retarding effort is requested. c. The accelerator pedal is pressed, and the
truck is configured such that the accelerator
• Truck speed is less than the motor overspeed
limit. pedal overrides the retard speed control.
This allows the configuration constant to
• At least one of the following conditions is true: determine if pressing on the accelerator
a. Retard speed control is not selected. pedal kicks the truck out of retard, even if the
retard speed control is still active.
b. Truck speed is below the set retard speed,
and acceleration is such that no retard effort • The retard torque control logic exit sequence is
is (currently) required to maintain this complete.
condition.

DC Link State De-Powering the DC Link: The PSC software will
attempt to de-power the DC link (command the
Power is provided to the inverters and motors via the
system configuration defined below) if the system is
DC link. The DC link has two associated states:
in Test or Ready state and any of the following
powered and unpowered. The following defines the
conditions are true:
conditions necessary to establish each state, as well
as the transitional conditions between the two states: • Event restrictions prohibit power on the DC link.
• The system is preparing to transition to Startup/
Shutdown state for the purpose of shutdown (all
Powering the DC Link: The PSC software will the non-link-related conditions for Startup/
attempt to power the DC link (command the system Shutdown state have been satisfied).
configuration defined below) if all of the following
• The system is preparing to transition to Rest
conditions are true:
state (all the non-link-related conditions for Rest
• Event restrictions do not prohibit power on the state have been satisfied).
DC link.
• The engine is being shut down.
• The system is in Test state and any initiated
testing is complete.
To accomplish this, the PSC software will establish
• The engine is running.
the necessary system configuration as follows:
• The gate drive power converters have been
enabled. 1. Alternator field reference isset to zero.
2. AFSE is disabled.
• Neither inverter is requesting that a low voltage
test be run. 3. GF is open and GFR is dropped out.
4. Chopper turn-on voltage is set below 600 volts.
5. RP2 is closed.
In attempting to power the DC link, the PSC software
will establish the necessary system configuration as
follows:
1. GF is closed and GFR is picked up.
2. AFSE is enabled.
3. Alternator field reference is commanded so that
the desired DC link voltage or three-phase
voltage is maintained.
4. RP contactors open.
5. Chopper turn-on voltage is set above 600 volts.
NOTE: Before the AFSE is allowed to output firing
pulses, the RP contactors will be commanded to
open and the GF contactor will be verified to be
closed. The AFSE will not output firing pulses if it is
disabled, if GFR is dropped out, or if the alternator
reference signal is 0.

Engine Control ALTERNATOR FIELD CONTROL
This software function generates the engine speed The alternator is controlled by controlling the
command. The engine electronic fuel control is alternator field reference sent to the AFSE panel.
responsible for maintaining that speed.
The desired alternator output voltage is dependent
The desired engine speed is determined according to on the system state. The PSC will command an
the system state: alternator field reference such that the desired DC
Propel State: The engine speed is commanded such link voltage or three-phase voltage is maintained.
that the engine supplies only as much horsepower as
Desired Three-Phase Voltage
is required to achieve the desired torque.
During all powered states, the three-phase line-to-
All Other States: The engine speed is a direct
line voltage will not be allowed to drop below 444
function of the accelerator pedal. Additional
volts. This is the minimum voltage needed to supply
constraints on the engine speed command are as
the gate drive power converters.
follows:
During all powered states except retard, the DC link
• If the truck is in NEUTRAL, the commanded
voltage will represent the rectified three-phase
engine speed at full scale accelerator pedal will
voltage. In this case, as long as the DC link voltage is
be the engine's high idle. If the truck is not in
NEUTRAL, the maximum commanded engine above 600 volts, the three-phase voltage will be
speed will be the engine's rated horsepower rpm. adequate.
This allows faster hoisting of the truck bed, if During retard, the DC link voltage is not necessarily
desired.
related to the three-phase voltage since the motors
• During retard state the engine speed command will be powering the DC link and reverse biasing the
will not be increased to support the DC link when rectification diodes. In this case, the control ensures
retard is being ramped out at low truck speeds. that the minimum three-phase voltage is maintained.
However, engine speed may be increased if
needed to support the DC link during normal Desired DC Link Voltage
retard when wheel slides are occurring.
The desired link voltage is controlled by the
alternator during all powered states except retard.
The following constraints are applied to generating The desired voltage is based on:
the engine speed command during all operating 1. During propel, the desired DC link voltage will
states: be adjusted based on motor speed and
• The engine speed command will always be horsepower commanded to the inverters.
greater or equal to the minimum idle signal. The 2. During retard, the DC link voltage may rise
TCI can request that the engine speed command above the rectified three-phase voltage. When
be increased by setting minimum idle. this occurs, the DC link voltage is controlled by
• The engine speed command will be increased if the retard torque command, grid resistor
more alternator cooling is needed. command and chopper start. If conditions occur
which prevent the motors from producing power
to support the resistor grids, the alternator may
be required to supply some power. In this case,
the alternator field control will maintain at least
600 volts on the DC link.
3. During all powered states, the DC link voltage
will not be allowed to drop below 600 volts.
4. While the DC link is being powered up, the
voltage will be controlled to the levels
necessary to support the inverter self-tests.

Self-Load • Jerk Limit
During self-load, the alternator provides power to the The torque command will be slew-rate limited to
resistor grids. The rectifying diodes will be forward prevent jerking motion.
biased, and DC link voltage will be controlled by the • Wheel Spin
alternator. The alternator field control will be based
on the following: In the event that the inverters detect a wheel
spin condition and reduce torque in the slipping
• The DC link voltage will not be allowed to drop wheel, the motor torque in the other wheel may
below 600 volts.
be increased within the above constraints such
• One mode of self-load will require the alternator that as much of the total desired torque as
output to be controlled to maintain a set desired possible is maintained.
horsepower dissipation in the resistor grids.
• Another mode of self-load will require the
alternator output to be controlled to maintain a Retard Torque Control
set desired link voltage between 600 and 1500
volts. The retard system converts braking torque from the
wheel motors to energy dissipated in the resistor
Propel Torque Control grid. The requested retard torque is based on the
following three sources:
This software function commands the appropriate
motor torque to the inverters during propel. The • Retard Foot Pedal or Lever
torque command is primarily a function of the accel
The maximum short time retard torque (at any
pedal position and is limited by the physical
speed, hence the constant torque level) will be
constraints of the system.
scaled (linearly) by the retard foot pedal input
Each wheel torque is computed independently (RPINHI) to produce the foot pedal retard
because the wheels may be operating at different torque call.
speeds. Each torque command is adjusted to
• Overspeed
account for the following constraints:
While overspeed is active, the full available
• Speed Override retard torque will be requested.
The propulsion system will attempt to limit truck
• Retard Speed Control
speed to the design envelope of the wheel
motors. The torque command will be modulated While RSC is active, the RSC retard torque call
as the truck speed approaches the motor will be adjusted to control truck speed to the
overspeed limit so that this limit is not exceeded RSC set point. Retard speed control will not
if possible. Note, however, that steady state request any retard torque if RSC is not active.
operation is kept as close to the overspeed limit
The maximum torque call from the above three
as possible without exceeding it.
sources will be selected as the retard torque call.
• Motor Torque Limits Retard torque limits are as follows:
The torque command will be constrained to the • The retard torque call will be limited to the
operating envelope of the inverters and the maximum torque level based on speed.
traction motors. The maximum torque that can • The retard torque call will be limited to the
be commanded is dependent on motor speed maximum torque level available within the
and DC link voltage. thermal constraints of the motors.
• Gear Stress • The retard torque call will be limited as needed to
prevent overvoltage on the DC link.
The torque commanded will not exceed that
which will produce excess gear stress. • While in retard, the minimum retard torque call
will provide enough power to support at least one
• Horsepower Available grid with 600 volts on the DC link. Retard will be
The horsepower available will be estimated dropped if the torque call falls below this value.
from the engine speed. Parasitic loads are • At low speed, the available retard torque will be
taken into account. The torque will be limited so ramped to zero.
that the engine does not overload.

Wheel Slide Control Power-On Tests
The inverters prevent wheel slide by limiting torque to Three power-on tests are executed once every time
maintain wheel speeds above preset limits. These power is applied to the PSC. They are as follows:
preset limits are a function of truck speed and the
• CPU Card Checks - Upon power-up, the PSC will
allowable creep; additional compensation will be confirm the integrity of its CPU card hardware
applied to provide for differences between wheel before transferring execution control to the
speeds during turns. application program residing in its FLASH
memory.
• Battery-Backed RAM (BBRAM) Test/Adjustable
Resistor Grid Control Parameter Initialization - A battery-backed RAM
(BBRAM) check will be performed to check for
The first resistor grid (RG1) will always be engaged
BBRAM data integrity. If the check fails, all TCI/
when retard is active since the grid blower motors are PTU-adjustable parameters will be initialized to
wired across it. their default values.
The second fixed resistor grids (controlled by RP2) • Inverter Powerup Tests - The purpose of these
will be engaged as needed to dissipate the energy tests is to verify that each inverter sub-system is
produced in retard state. functional:
1. Enabling Inverter Powerup Tests - The power-
up tests for a given inverter will be enabled if all
Chopper Voltage Control of the following conditions are true:
Chopper turn-on voltage will be set to give the motors a. The system is in Test state for the purpose of
as much of the retard envelope as possible (i.e., power-up.
keep the voltage as close to the maximum value as
b. The associated gate drive power converter
possible) and to keep the DC link voltage at or below
has been enabled.
the maximum link voltage value.
c. The engine is running.
d. Battery voltage is at least 25 VDC.
EVENT DETECTION AND PROCESSING e. The inverter is requesting that the low
voltage and/or high voltage powerup tests be
The PSC contains very powerful troubleshooting
performed.
software. The PSC software constantly monitors the
AC drive system for any abnormalities (events). f. The inverter has not been physically cut out
of the system.
Automatic self-tests are performed periodically on
various parts of the system to ensure its integrity. g. Active event restrictions do not preclude
Additionally, there are some elaborate tests which powering the DC link or running the inverter.
may be run by an electrician with the use of DID 2. Low Voltage Test - A given inverter will
screens. Predictive analysis is used in some areas to automatically perform its low voltage test if
report potential problems before they occur. needed once inverter powerup testing is
The troubleshooting system is composed of two enabled per the above requirements. The PSC
parts: will declare the test failed and log an event if the
test does not successfully complete within an
• The PSC for detection, event logging, data expected time period.
storage and fault light indications.
3. High Voltage Test - If the low voltage testing
• The TCI (or a PTU) for retrieval of stored event defined above is successful for a given inverter,
information, real time vehicle status, the inverter will automatically perform its high
troubleshooting, etc. voltage test if needed once there is sufficient
The event detection function of the software is power on the DC link. The PSC will declare the
responsible for verifying the integrity of the PSC test failed and log an event if the test does not
hardware and the systems to which the PSC successfully complete within an expected time
interfaces by detecting an “event” (abnormal after the DC link is sufficiently powered.
condition). The events fall into three detection
categories:

• DC Link Capacitance Test - This test will run once EVENT RESTRICTIONS
every 24 hours when conditions allow, normally
after a VI-test during the normal power-up The PSC software will not override an event
sequence. This test can also be run from the DID restriction as long as the “limp home” mode is not
panel to aid in troubleshooting. During test active. Transitions to restricted states will not be
execution, engine speed is set to 1500 rpm and allowed. If the system is in a state which becomes
the DC link is charged to 120 VDC. The engine is restricted, it will transition down to the highest
then returned to idle while the DC link is allowed unrestricted state. The order of the states, from
to discharge to 100 VDC. Total link capacitance is lowest to highest, is Startup/Shutdown, Rest, Test,
then calculated using the time it took to Ready, Retard, Propel.
discharge.
Transitions to the Test state or lower states in
If capacitance is getting low, but is still OK, event
70 is logged. If capacitance is below the reaction to event restrictions will not be allowed until
minimum allowable level, event 71 is logged and the truck is not moving. The “limp home” mode is a
the truck is restricted to 10 MPH. If the test is not state which is entered when the truck has suffered a
able to be completed after numerous attempts, failure and is not able to continue normal operation,
event 72 is logged, indicating a problem in the but is still capable of getting back to the maintenance
truck's ground detection circuit, and truck speed area, or at least out of the way of other trucks.
is limited to 10 mph.
Event Restrictions associated with a given event are
listed in Table 1 earlier in this section.
Initiated Tests
These tests are performed when requested by
EVENT LOGGING AND STORAGE
maintenance personnel. The truck must be in the
Test state for these tests to run. This software function is responsible for the
recording of event information. There are two basic
• Maintenance Tests - The purpose of these tests
levels of event storage: event history buffer and data
is to facilitate verification of system installation
packs. The event history buffer provides a minimum
and wiring, particularly the “digital” interfaces
(relays, contactors, etc). set of information for a large number of events, while
data packs provide extensive information for a limited
• Self-Load Test - Self-load testing is a means by number of events.
which the truck’s diesel engine can be checked
for rated horsepower output. The following requirements apply to both data packs
and the event history buffer:
• Fault information is maintained until overwritten;
Periodic Tests it is not cleared out following a reset. This allows
the user to examine data associated with events
These automatic tests are run continuously during
that have been reset, as long as there have not
the operation of the truck to verify certain equipment. been so many new events as to necessitate
reuse of the storage space.
• If a given event is active (logged and not reset),
logging of duplicate events (same event and sub-
ID numbers) will not be allowed. If the event is
reset and subsequently reoccurs, it may be
logged again. Likewise, if an event reoccurs with
a different sub-ID from the original occurrence,
the event may be logged again.

Event History Buffer All logic control variables are saved in battery backed
RAM, in case a fault occurs and battery power is
Event history buffer is defined as a collection of event
cycled before the data pack is filled with data (the
history records. A buffer contains 300 entries filled
software allows for proper recovery and then
with event numbers occurring in chronological order.
continues to fill the data pack). Maintenance
Also included in this buffer will be all the input and
personnel, by way of the DID (or PTU), can assign
output values, time the event occurred, reset time,
the data pack to hold only certain event numbers (for
state information, etc, for each event. This buffer is
the case where it is desired to collect data on a
filled continuously and overwritten (if necessary).
particular fault).
Limits (accept-limit) are placed on the amount of
However, in the default case, faults will be stored as
space which a given event code may consume. This
they come until all data packs are frozen (holding
prevents a frequently occurring event from using the
fault data). When all data packs are frozen, the data
memory space at the expense of a less frequent
pack with the fault that was RESET first (either
event. This data may be cleared (after downloading
automatically or by the DID/PTU), if any, will be
for troubleshooting) at each maintenance interval.
unfrozen and will start storing new data in case a
Data Packs new fault occurs.
A data pack is defined as an extended collection of To Record and Save a Data Pack to a Disk
information relevant to a given event.
PSC:
NOTE: The concepts of lockout, soft reset, and 1. With the PTU serial cable attached to the PSC
accept limit do not apply to data packs. port, type c:\ACNMENU and press {enter}.
Thirty (30) data packs are stored with each 2. Select “PTU TCI and PSC” and press {enter}
containing 100 frames of real time snapshot data. 3. Type your name and press {enter}.
Snapshot data is defined as a collection of key data
parameter values for a single point in time). The 4. Type your password and press {enter}.
purpose of each data pack is to show a little “movie” 5. Cursor to “Special Operation” and press {enter}.
of what happened before and after a fault. 6. Cursor to “Event Data Menu” and press {enter}.
The time interval between snapshots is default to 50 7. Cursor to “View Data Packs” and press {enter}.
ms, but each data pack may be programmed via the 8. Type FLTR number to be recorded and press
DID (or PTU) from 10 ms to 1 sec. (In multiples of 10 {enter}.
ms). The “TIME 0:00 frame #” at which the fault is 9. Watch the lower right of the screen as 100
logged is default to frame #60, but each data pack is frames are recorded. Press the F2 key.
programmable from 1 to 100.
10. Cursor to “Record Screen” and press {enter}.
In the above default cases, data is stored for 3
seconds (2.95 second actual) before the fault and 2 11. Assign a file name for the data pack.
seconds after the fault. 12. Press {escape} until back to the DOS “C:>”
A data pack status structure is assigned to each data prompt.
pack plus any programmable settings. This status 13. Insert a blank disk in the appropriate drive.
structure is used by the TCI (or PTU) to check for
14. Type the following command: copy c:\geoh-
available data (event number, id, and status, should
vac\ptuaccur\f2data\filename
be set to zero if data pack is not frozen), as well as
for control of the data packs. NOTE: Insert the name assigned to the file in Step 11
in place of “filename" in the command in Step 14.
If a data pack is unfrozen (not holding any particular
fault data), it is continually updated each 100 frames, 15. Press {enter} to copy the file to the disk.
organized in a circular queue, with new real time
snapshot data. When a fault occurs, the frame
number at which the event occurred is used as a
reference to mark the end of the data pack, and data
is collected until the data pack is full. Only when the
data pack is full will the event number, id and status
be updated in the status structure.

TCI: SERIAL DATA COMMUNICATIONS
1. With the PTU serial cable attached to the TCI The PSC system CPU card uses serial data busses
port, type c:\ACNMENU and press {enter}. to communicate with the TCI, the PTU, and the two
2. Select “PTU TCI and PSC and press {enter} inverter CPU cards.
3. Type your name and press {enter}.
4. Type your password and press {enter}.
PSC - TCI Communications Processing
5. Cursor to “Special Operation” and press {enter}.
6. Cursor to “Event Data Menu” and press {enter}. This software function performs the processing
necessary for the PSC to communicate with the TCI.
7. Cursor to “View Data Packs” and press {enter}.
The communication is comprised of periodic data
8. Type PK number to be recorded and press and non-periodic data.
{enter}.
Periodic data is a predefined set of data which is
9. Watch the lower right of the screen as 100
used for transferring real time control information
frames are recorded. Press the F2 key.
from the PSC to the TCI and from the TCI to the PSC
10. Cursor to “Record Screen” and press {enter}. at a fixed rate.
11. Assign a file name for the data pack. The non-periodic messages are used to transfer all
12. Press {escape} until back to the DOS “C:>” background data. Background data consists of DID
prompt. commands, remote monitor data, and download
code.
13. Insert a blank disk in the appropriate drive.
Packets containing periodic data will be
14. Type the following command: copy c:\geoh-
asynchronously (not initiated) transmitted from the
vac\ptuaccur\f2data\filename
PSC to the TCI and from the TCI to the PSC every
NOTE: Insert the name assigned to the file in Step 11 200 ms. The TCI initiates the transfer of non-periodic
in place of “filename" in the command in Step 14. data.
15. Press {enter} to copy the file to the disk. The TCI and the PSC are interfaced using the
General Electric Asynchronous Communications
Protocol (ACP). ACP provides two general types of
Event Reset messages: acknowledged and unacknowledged. The
acknowledged messages are used to transmit the
There are two basic types of event resets: soft and background data. The unacknowledged messages
hard. The difference between the soft and hard reset are used to transmit the periodic data.
is that a soft reset only affects events that have not
been locked out and a hard reset affects events
regardless of lockout status.
PSC - PTU Communications Processing
Events will be reset:
This software function performs the processing
• On power-up - A soft reset will be issued against necessary for the PSC to communicate through an
all events at power-up. RS-232 serial link to the Portable Test Unit (PTU).
• By DID commands - The TCI can issue both hard
and soft resets.
• By PTU commands - The PTU can issue both
hard and soft resets.

Inverter Communications Processing ABNORMAL CONDITIONS/OVERRIDING
This software function performs the processing FUNCTIONS
necessary for the PSC system CPU card to Software functions given up to this point have
communicate with both inverter CPU cards. The assumed that the truck is operating under typical
communication is through a high-speed serial link circumstances. The following information defines
that is operated in a polled fashion with the system system operation under abnormal or exceptional
CPU card initiating communications to an inverter circumstances. In the event of conflict between these
CPU card. functions and those given for normal operation, the
Every message transmitted across the serial link following functions will take precedence.
may contain two separate sections of information:
Fast Start
periodic data and acknowledged data. The periodic
data format is fixed and is used for transferring A fast start software function is provided to address
control information from the system CPU card to the the case where the PSC is reset unexpectedly
inverter CPU card and vise versa. The (power supply glitch, for example) while the system is
acknowledged data format is used to transfer all running. Its purpose will be to regain control of the
background data. When large amounts of truck as quickly as possible.
background data are to be transferred via the
acknowledged data format, the originating CPU card Engine Shutdown/Engine Not Running
will break the data down into smaller pieces and The engine must be running to enable the gate
transmit each piece individually. All acknowledged drives and to maintain power on the DC link.
data flows are initiated from the system CPU card Typically, the PSC will be given advanced warning
with the inverter CPU card providing a response. that the engine is about to be shut off. However, if the
The system CPU card has one high-speed channel engine stalls or stops because of a mechanical
available for communications to the inverter CPU malfunction, the system will most likely have no
cards. This channel transfers periodic data across advance warning.
the serial link every 5 ms. This means that the The system reaction to an engine not running
periodic data to each inverter CPU card is updated condition will be the same as an event carrying a “no
every 10 ms. Each inverter responds to the data power” restriction except that no event will be
when the ID code in the periodic data matches the ID recorded and no external reset to clear the condition
code of the specific inverter CPU card. The ID code will be required. The “no power” restriction will be
is hard-wired in the card's backplane wiring. automatically lifted as soon as the engine starts
running.
If the system is given warning of an impending
OUTPUT PROCESSING engine shutdown, the existing torque commands will
This software function processes all external outputs be command to zero over a “long” ramp time (2 to 10
from the PSC. Refer to the G.E. publication System seconds). If no warning is given and the engine stops
Description for a listing of the PSC outputs. running, the existing torque commands will be
command to zero over a “short” ramp time (0.1 to 0.5
second).

Limp Home Mode
The purpose of limp home mode is to address the The PSC will exit limp home mode if either of the
situation where the truck has suffered a failure and is following conditions occur:
not able to continue normal operation but is still
• The TCI stops requesting limp home mode.
capable of “limping” (getting back to the maintenance
area or at least out of the way of other trucks). The • An event occurs for which limp home mode is not
intent is that the limp home mode will be used by possible.
maintenance personnel operating the truck at low
speeds with the truck unloaded. Maximum truck
speed will be limited to a reduced value while in limp
home mode.
If the TCI requests limp home mode, the state
machine will ignore the restrictions associated with
any fault for which limp home mode is possible.
The PSC will enter limp home mode if all of the

following conditions are true:
• The truck is not moving.
• The TCI is requesting limp home mode.
• The PSC is in Ready or Test state and there is no
initiated testing in progress.
• At least one inverter is functional.
• There are no events active for which limp home
mode is not possible.
• If there are any events active for which an
inverter must be turned off or cut out before limp
home mode is allowed, those actions have been
taken (inverter is turned off or cut out as
required).
NOTE: The DID panel can be used to cut out an
inverter. In some cases, certain DC link bus bars/
cables within the inverter also may need to be
removed. The DID will prompt maintenance
personnel if any of the above actions need to be
accomplished.

PROPULSION SYSTEM COMPONENT ABBREVIATIONS & LOCATIONS
The Table 5 lists component abbreviations that are used in schematics and system description information. Refer
to Figures 2-3 through 2-6 for the location of the components. A short description of the component's primary
function is also listed.
Table 5: PROPULSION SYSTEM COMPONENTS DESCRIPTION
FIG.
NO. COMPONENT FUNCTION
AFSE 2-4 Alternator Field Static Exciter Regulates current in the alternator field based on firing
Panel pulses from the PSC.
AFSER 2-4 Resistor AFSE Battery boost command pull up resistor.
ALT Alternator Main alternator, propulsion and control system.
AMBTS 2-6 Ambient Temperature Sensor Provides ambient air temperature input to the control
group.
ANALOG I/O CARD System analog input/output card Provides signal conditioning for analog signals to and
from the TCI and PSC.
BAROP 2-4 Barometric Pressure Sensor Provides altitude input for control electronics.
BATFU1, 2 2-4 System Fuse Provides overload protection for control equipment.
BATTSW Battery Disconnect Switch Connects and disconnects the 24 VDC truck batteries.
BDI 2-4 Battery Blocking Diode Works in conjunction with BFC and BLFP to maintain
battery voltage to CPU.
BFC 2-4 Battery Line Filter Capacitor Additional capacitance for BLFP to prevent nuisance CPU
resets.
BFCR 2-4 Battery Filter Resistor Added to replace Battery line filter that was removed.
BM1, 2 Grid Blower Motors 1 and 2 DC motors driving blowers to provide cooling air for the
retarding grids.
BM1I / BM2I 2-3 Current Sensing Modules Monitors current flowing through grid blower motors #1
and #2.
CCF1, 2 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the grid
resistors when a current spike occurs.
CCLR1, 2 2-3 Capacitor Charge Resistor Connected across the DC link to provide a voltage
Panels 1 and 2 attenuated sample of the DC link voltage to the Capacitor
Charge Indicating lights.
CCL1, 2 2-4 Capacitor Charge Indicating Illuminated when 50 volts or more is present on the DC
Lights 1 and 2 link (the DC bus connecting the Alternator output,
Chopper Module/Resistor Grid circuits and traction
Inverters).
CD1, 2 2-3 Chopper Diodes 1 and 2 Controls the DC voltage applied to the grids during
retarding.
CF11, 22, 21, 22 2-3 DC Link Filter Capacitors Absorbs and releases current to the DC link for the
Traction Motors when a current spike occurs.
CGBM1, 2 2-3 Blower Motor Capacitors Limit the rate of current increase when starting to optimize
motor commutation.
CMAF 2-4 Alternator Field Current Sensing Detects amount of current flowing through the Alternator
Module field winding.
CMT 2-4 Alternator Tertiary Current Detects amount of current flowing through the Alternator
Sensing Module tertiary winding.
CM1, 2 2-3 Chopper IGBT Phase Module 1 Controls the DC voltage applied to the grids during
and 2 retarding.

FIG.
CM11A - 12C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
1A, 1B and 1C phases of Traction Motor 1.
CM21A - 22C Current Sensing Modules, Phase Detects amount of current flow through the A, B and C
2A, 2B and 2C phases of Traction Motor 2.
CPR 2-4 Control Power Relay Picks up when the Key Switch and Control Power Switch
are closed.
CPRD 2-4 Dual Diode Module Allows two separate voltages to control the CPR coil.
CPRS 2-4 Control Power Relay Suppresses voltage spike when CPR coil is de-energized.
Suppression Module
CPS 2-4 Control Power Switch Energizes CPR coil.
DCN BUS/DCP BUS 2-6 DC Link (-) and (+) Bus The DC bus connects the Alternator output, Chopper
Module/Resistor Grid circuits, and Traction inverters.
DID Diagnostic Information Display Provides maintenance personnel with the ability to
monitor the operational status of certain truck systems
and perform system diagnostic test.
DIGITAL I/O CARD Digital Input/Output Card Receives contactor, relay and switch feedback signals
and provides drive signals to relays, contactors, indicator
lamps, etc. Located in PSC and TCI.
FDR 2-6 Filter Discharge Resistor Resistor divider network connected across the DC link,
provides secondary discharge link for the DC link. Normal
discharge is through RP1.
FIBER OPTIC Fiber Optic Assembly Provides voltage and electrical noise isolation for control
ASSEMBLY and feedback signals between the PSC and Phase/
Chopper Modules.
FP 2-6 Filter Panel Filters electrical noise on 3 phases of Alternator output.
GDPC1 2-4 Gate Driver Power Converter 1 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 1 IGBT Phase and Chopper Modules.
GDPC2 2-4 Gate Driver Power Converter 2 Converts 19 to 95 VDC from the Gate Drive Power Supply
to 25 kHz, 100 VRMS, square wave power to drive
Inverter 2 IGBT Phase and Chopper Modules.
GF 2-5 Alternator Field Contactor Connects the AFSE to the Alternator field.
GFBR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.
GFCO 2-4 Generator Field Contactor Cutout Disables Alternator output.
Switch
GFM1, 2 Gate Firing Module Receives pulses from the Analog I/O card in the PSC,
amplifies the pulses, and then splits the pulses to drive
two SCR circuits in the AFSE. Located on AFSE panel.
GFR 2-5 Alternator Field Relay Picks up with GF contactor and applies B+ to the AFSE
(battery boost) during initial acceleration phase.
GFRS 2-5 Alternator Field Relay Coil Suppresses voltage spikes when GF coil is de-energized.
Suppression Module
GFS 2-5 Suppression Module Suppresses voltage spikes in coil circuit when GF
contactor is de-energized.
GRR 2-6 Ground Resistor Panel Detects power circuit grounds.
GRR9, 10 2-4 Resistors Used with GRR to detect power circuit grounds.

FIG.
ICP 2-4 Integrated Control Panel The ICP is the main controller for the AC drive system.
The ICP is composed of the PSC, TCI and inverter cards.
Inverter 1 Central Processing Generates Phase Module turn-on/turn-off commands for
INV1 TMC CARD Unit Card and Input/Output Card the Inverter 1.
Monitors voltages and currents from various areas for
Inverter 1. Monitors Traction Motor 1 speed.
Inverter 2 Central Processing Generates Phase Module turn-on/turn-off commands for
INV2 TMC CARD Unit Card and Input/Output Card the Inverter 2.
Monitors voltages and currents from various areas for
Inverter 2. Monitors Traction Motor 2 speed.
KEYSW Key Switch Connects battery voltage to CPR and control circuits
when closed. (Located on instrument panel.)
LINK1 2-6 Link Current Sensing Module Detects amount of current flow through the DC link.
L1, 2 Cabinet Lights Provide interior cabinet illumination.

Each Motorized Wheel consists of a Traction Motor and a
M1, 2 Motorized Wheels Transmission Assembly. The 3-phase asynchronous
Traction Motors convert electrical energy into mechanical
energy. This mechanical energy is transmitted to the
wheel hub through a double reduction gear train
(Transmission).
P11A+, 11B+, 11C+ 2-3 IGBT Phase Modules Provide positive driving voltages (PWM or square wave,
P12A+, 12B+, 12C+ depending on truck speed) for each of the three windings
of Traction Motor 1.
P11A-, 11B-, 11C- 2-3 IGBT Phase Modules Provide negative driving voltages (PWM or square wave,
P12A-, 12B-, 12C- depending on truck speed) for each of the three windings
P21A+, 21B+, 21C+ 2-3 IGBT Phase Modules Provide positive driving voltages (PWM or square wave,
P22A+, 22B+, 22C+ depending on truck speed) for each of the three windings
P21A-, 21B-, 21C- 2-3 IGBT Phase Modules Provide negative driving voltages (PWM or square wave,
P22A-, 22B-, 22C- depending on truck speed) for each of the three windings
A DC to DC converter which provides regulated ± 24 VDC
PS 2-4 Power Supply outputs from the unfiltered battery supply.
Supplies power to PSC, TCI & LEMS.
PSC Propulsion System Controller The PSC is a part of the ICP, and is the main controller for
the AC drive system. All propulsion and retarding
functions are controlled by the PSC based on internally
stored software instructions.
RDA, B, C 2-5 Rectifier Diode Panel Converts Alternator 3-phase, AC voltage to DC voltage to
power the two Inverters.
RG1A - 5C Retard Grid Resistors Dissipate power from the DC link during retarding, load
box testing, and Inverter Filter Capacitor discharge
operations.
When closed, connects Grid Resistors to the DC link
RP1, 2 2-5 Retard Contactors 1and 2 during retarding, load box testing, and Inverter Filter
discharge operations.
Note: Some trucks do not have RP3 installed.
RP1S, RP2S 2-5 Suppression Modules Suppresses voltage spikes in coil circuit when RP
contactors are de-energized.
RP1BR \ RP2BR 2-4 Resistor Provides a small load across the contactor feedbacks to
help keep the contactors clean.

FIG.
R1 2-5 Battery Boost Resistor Limits surge current in the Alternator field circuit when
GFR contacts first close.
SS1, 2 Traction Motor Speed Sensors Each speed sensor provides two output speed signals,
proportional to the Traction Motor's rotor shaft speed.
SYS CPU Card System Central Processing Unit Provides control of propulsion and dynamic retarding
Card functions, battery backed RAM, real-time clock,
downloadable code storage, and an RS422 serial link.
TCI Truck Control Interface Is a part of the ICP Panel. Provides the main interface
between the various truck systems, controls, and
equipment and is used in conjunction with the DID by
maintenance personnel.
TH1 2-5 Alternator Field Thyrite (Varistor) Discharges the Alternator field when the AFSE is first
turned off.
VAM1 2-3 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 1 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM2 2-3 Voltage Attenuation Module Attenuates the three high voltage outputs applied to each
phase winding of Traction Motor 2 to a level acceptable
for use by the Analog I/O card in the ICP.
VAM3 2-6 Voltage Attenuation Module Attenuates the high voltage outputs between the main
alternator and the rectifier panel, and between the rectifier
panel and the inverters to a level acceptable for use by
the Analog I/O card in the ICP.
VAM4 2-5 Voltage Attenuation Module Attenuates the high voltage outputs between the AFSE
and the main alternator to a level acceptable for use by
the Analog I/O card in the ICP.

FIGURE 2-3. CONTROL CABINET COMPONENTS - HIGH VOLTAGE INVERTER AREA

FIGURE 2-4. CONTROL CABINET COMPONENTS - LOW VOLTAGE CONTROL AREA

FIGURE 2-5. CONTROL CABINET COMPONENTS - CONTACTOR COMPARTMENT

FIGURE 2-6. CONTROL CABINET COMPONENTS - REAR CABINET VIEW

ELECTRONIC ACCELERATOR AND Disassembly
RETARD PEDALS 1. Remove the screws for cable clamps (1, Figure
The accelerator pedal provides a signal to the Truck 2-11). The clamps can remain attached to wiring
Control Interface (TCI) when the operator requests harness (2).
power. The retard pedal provides a signal to the 2. Remove the mounting screws and
Propulsion System Controller (PSC) when the potentiometer (3).
operator requests retarding. The pedal signals are
processed by the analog card in the respective panel Assembly
for use by the system controllers to provide the 1. Position the potentiometer with the flat side
desired mode of operation. toward the potentiometer cover and install it on
As the operator depresses the pedal, the internal the pedal shaft as follows:
potentiometer's wiper is rotated by a lever. The a. Align the cutouts in the shaft with the
output voltage signal increases in proportion to the potentiometer drive tangs.
angle of depression of the pedal.
b. Press the potentiometer onto the shaft until it
Repair and initial adjustment procedures are bottoms against the housing.
discussed in the following. Refer to AC Drive System 2. Install the mounting screws.
Electrical Checkout Procedure for final calibration of
3. Attach cable clamps (1) and tighten the screws
the pedal potentiometer after installation in the truck.
securely.
Removal 4. Inspect the assembly and verify proper wiring
clearance during operation of the pedal through
NOTE: Repair procedures for the retard and
the full range of travel.
accelerator pedal are identical. The retard pedal is
mounted on the brake pedal. Refer to Section J for
instructions for removing and installing the electronic
pedal on the brake actuator.
NOTE: Note the routing and clamp location of the
wiring harness. Proper wire routing is critical to
prevent damage during operation after reinstallation.
1. Disconnect the pedal wiring harness from the
truck harness connector.
2. Remove mounting cap screws, lockwashers
and nuts, and remove the pedal assembly.
Installation
1. Install the pedal assembly using the mounting
cap screws, lockwashers and nuts.
2. Connect the pedal wiring harness to the truck
wiring harness. FIGURE 2-7. TYPICAL ELECTRONIC PEDAL
3. Use the DID panel to calibrate the pedal
1. Cable Clamp 3. Potentiometer
potentiometer according to the instructions in
2. Wiring Harness
the AC Drive System Electrical Checkout
Procedure.

SECTION E3
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
INDEX
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
AC DRIVE SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-3
NORMAL TRUCK SHUTDOWN PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SHUTDOWN AFTER SYSTEM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-4
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-5
Battery and Control Circuit Checks - Battery Power ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-8
TABLE II.Checks with Key Switch OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
Checks with Key Switch ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
CPU Battery Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-9
MEMORY BACKUP BATTERY REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
TCI PROGRAMMING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-10
PSC PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
INVERTER PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
CPU RESET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .E3-11
PSC CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-12
PSC Digital Output Checks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-16
TCI CHECKOUT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
Modular Mining Communication Port Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Input Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-17
TCI Digital Output Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-23
CALIBRATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
Accelerator Pedal, Retarder Pedal/Lever and RSC Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
ERASING EVENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
E03018 10/06 AC Drive System Electrical Checkout Procedure E3-1

(Release 21 Software)
PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-25
TCI. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
GATE DRIVER POWER CONVERTER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-26
LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Alternator Speed Sensor Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Battery Boost Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-27
Brake Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Hoist & Steering Circuit Switch Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Link Energized Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-28
Loadbox Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-30
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
PVM Optimum Load Curve Handshaking Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
Phase Module and Chopper Module Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-34
PHASE MODULE REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
Phase Module Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
Phase Module Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E3-35
E3-2 AC Drive System Electrical Checkout Procedure 10/06 E03018

(Version 21 Software)
AC DRIVE SYSTEM ELECTRICAL CHECKOUT PROCEDURE
AC DRIVE SYSTEM MAINTENANCE
DANGEROUS VOLTAGE LEVELS ARE PRESENT • If weld repairs are required, the welding
WHEN THE ENGINE IS RUNNING AND CONTINUE ground electrode should be attached as close
TO EXIST AFTER SHUTDOWN IF THE REQUIRED as possible to the area to be welded. NEVER
SHUTDOWN PROCEDURES ARE NOT FOLLOWED. weld on the rear of the Electrical Control
Before attempting repairs or working near Cabinet or the retard grid exhaust air louvers.
propulsion system components, the following Power cables and wiring harnesses should be
precautions and truck shutdown procedure must protected from weld spatter and heat.
be followed:
• Prior to welding, disconnect Engine Control
• DO NOT step on or use any power cable as a System (ECS) harnesses and ground wire
handhold when the engine is running. (MTU engine). If equipped with DDEC or
• NEVER open any electrical cabinet covers or Komatsu engine, disconnect ECM harnesses.
touch the Retarding Grid elements until all GE cards should be pulled forward far enough
shutdown procedures have been completed. to disconnect card from backplane connector.
• ALL removal, repairs and installation of • Some power cable panels throughout the
propulsion system electrical components, truck are made of aluminum or stainless steel.
cables etc. must be performed by an electrical They must be repaired with the same material
maintenance technician properly trained to or the power cables may be damaged.
service the system.
• Power cables must be cleated in wood or After the truck is parked in position for the repairs, the
other non-ferrous materials. Do not repair truck must be shut down properly to ensure the safety
cable cleats by encircling the power cables of those working in the areas of the deck, electrical
with metal clamps or hardware. Always cabinet, traction motors, and retarding grids. The
inspect power cable insulation prior to following procedures will ensure the electrical system is
servicing the cables and prior to returning the properly discharged before repairs are started.
truck to service. Discard cables with broken
insulation.
• IN THE EVENT OF A PROPULSION SYSTEM
MALFUNCTION, a qualified technician should
inspect the truck and verify the propulsion If a problem occurs in the AC drive system that
system does not have dangerous voltage prevents use of normal shutdown procedures,
levels present before repairs are started. ADDITIONAL PRECAUTIONS ARE NECESSARY to
ensure that dangerous drive system voltages are
not present when tests or repairs are performed.

NORMAL TRUCK SHUTDOWN PROCEDURE NOTE: In the event of a system failure, performing the
1. Reduce the engine speed to idle. Move the following procedure will ensure that no hazardous
directional selector lever to PARK. Make sure that voltages are present in the drive system.
the parking brake applied indicator light in the
overhead display panel is illuminated. SHUTDOWN AFTER SYSTEM FAILURE
1. Before shutting off the engine, verify the status of
2. Place the drive system in the “rest” mode by
the drive system warning lights on the overhead
turning on the rest switch on the instrument panel.
display. Use the lamp check feature to verify
Make sure that the rest mode indicator light in the
proper lamp function.
overhead display panel is illuminated.
NOTE: The link voltage lights on the DID panel are not
3. Shut off the engine by turning the key switch OFF.
lamp checked.
If the engine does not stop, use the emergency
shutdown switch on the center console.
4. Wait 90 seconds for the steering accumulators to
bleed down. Ensure that the steering
accumulators have bled down completely by
trying to turn the steering wheel. If any of the red drive system warning lights are on,
5. Verify that the link voltage lights on the DID panel DO NOT attempt to open any cabinets, disconnect
in the cab are off. If they remain on for longer any cables, or reach inside the retarding grid
than five minutes after engine shutdown, the cabinet even after shutting off the engine.
propulsion system must be inspected to find 2. If all red drive system warning lights are off, move
the cause. the directional selector lever to PARK, shut off the
6. To ensure that the link will not be energized engine and chock the wheels.
during test and repair procedures, turn GF Cutout 3. After the engine has been off for at least five
Switch (2, Figure 3-1) in the control cabinet to the minutes, inspect the link voltage lights on the DID
CUTOUT position by pulling the switch out and panel in cab. If all lights are off, the retarding
moving the switch downward as shown. grids, wheel motors, alternator, and power cables
connecting these devices are safe to work on.
IF THE LINK VOLTAGE LIGHTS CONTINUE TO BE

ILLUMINATED AFTER FOLLOWING THE ABOVE
PROCEDURE, A FAULT HAS OCCURRED.
FIGURE 3-1. INFORMATION DISPLAY PANEL
• Leave all cabinet doors in place, do not touch
1. Control Power Switch the retard grid elements,
2. GF Cutout Switch
3. Capacitor Charge Light • Do not disconnect any power cables or use
them as hand or footholds.
• Notify the Komatsu factory representative or
Distributor immediately.
If there is any question whether the system has

potential hazardous voltage present, return to the
operator cab and perform the normal shutdown
procedure. Normal operation of the drive system at
shutdown should allow high voltages to be
dissipated.

SYSTEM CHECKOUT Battery and Control Circuit Checks -
Battery Power OFF
Test equipment that is required to fully test the AC drive
system:
• One or two Portable Test Units (PTU) or laptop
computers
• One digital multimeter Make sure that the link voltage is drained down
• Several jumper wires before servicing the propulsion system or
performing tests.
• One analog VOM
1. Prepare for the following checks by performing
• One 500 volt megger
the following procedure:
The Portable Test Unit (PTU) is used to test, download a. Turn both battery disconnect switches to the
and record system parameters on the TCI and PSC OFF position.
modules.
b. Disconnect circuit wire 21B from the starter
• The PTU is plugged into the DIAG1 port on the solenoid.
DID panel at the rear of the operator cab for
monitoring the PSC module. c. Remove the 50 amp fuse (BATFU) from the left
wall of the right side compartment of the
• The PTU is plugged into the DIAG3 port on the
control cabinet.
DID panel at the rear of the operator cab for
monitoring the TCI module. d. Disconnect the CN1 connector from the power
supply on the right wall of the right side
The TCI and PSC are programmed through the DB9 compartment of the control cabinet.
ports on the DID panel. The inverter cards are
programmed through the DB9 ports on the ICP panel. e. Open the ICP panel and slide the cards out far
enough to disconnect them from the
NOTE: If only one PTU is available, in some cases it backplane.
will be necessary to switch between the PSC port and
the TCI port to complete the test if it is necessary to f. Turn off all circuit breakers in the auxiliary
monitor both during a test procedure. After the serial control cabinet.
cable has been switched, exit to the Main Menu and g. Make sure that the key switch is OFF, the 5
the software will automatically switch to the menu for minute delay timer is OFF, and the rest switch
the connected panel. is ON.
Several different numbering methods or symbols are h. Turn off all lights and switches.
used in the following procedures to denote the
operation to be performed:
1., 2., a., b., etc: Test preparation and instruction steps
are preceded by a number or a letter.
Procedures requiring visual checks, voltage
measurements, etc, are preceded by this
symbol.
PTU keyboard entry steps are preceded by this
symbol.
{escape}: When a keyboard key must be pressed, the
key label is enclosed in braces.
• PTU screen display information is
shown in this type font and
preceded by this symbol.
NOTE: The following test procedures are applicable to
Release 20 software. Procedures required for later
software versions may vary. Contact the Komatsu
distributor or factory representative for the current
software version available.

Battery Circuit Voltage Check: Resistance Checks, Low Voltage Circuits:
2. In the auxiliary control cabinet, measure voltage 3. Measure the resistance from ground to the
to ground at each of the following circuits; 11, circuits listed in Table I. Stop and troubleshoot any
11B1, 712 @ TB32, and 11ST @TB28. direct short (0 ohms) to ground.
All voltages should be zero. All circuits should show some resistance as
shown in Table I.
TABLE I. CIRCUIT RESISTANCE CHECKS

(All readings from circuit to ground)
APPROX.
CIRCUIT LOCATION NOTES
VALUE
11B1 * ∞ Measure at the 12VDC insulator in the auxiliary control cabinet.
Measure at the 24VDC insulator in the auxiliary control cabinet.
11 * ∞
All devices listed for the 11A circuit reading must be off.
15V TB21 ∞
71GE TB22 120Ω
439 TB25 ∞
10V TB28 ∞
11SL TB28 ∞ Engine service lights must be turned off.
11ST TB28 ∞
15PV TB29 ∞
11S TB30 ∞ Ground level engine shutdown switch must be deactivated.
The following devices must be turned off:
• Brake cabinet service light
• Operator cab dome light
11A TB30 ∞ • Hazard lights
• Headlights
• Ground level engine shutdown switch
• Left and right side engine service lights
712 TB32 ∞ Auxiliary control cabinet service lights must be turned off.
71 TB32 ∞
11KS * ∞ Measure at the key switch.
12M ∗ >10Ω Measure at AID Module terminal B-13.
12F ∗ >200Ω Measure at AID Module terminal B-12.

Resistance Checks, Propulsion System Circuits: Chopper Modules (CM1, CM2):
4. Prepare for the following checks by performing 9. With the VOM set on the Rx10,000 scale,
the following additional procedure: measure the following at each chopper module in
the control cabinet:
a. Make sure that all circuits are restored and the
key switch is OFF. GR(-) wire to ground resistance should be
approximately 2 megohms or greater.
b. Place the GF cutout switch, located on the
right side of the control cabinet, in the GR(+) wire to ground resistance should be
CUTOUT position (down). approximately 2 megohms or greater.
c. Disconnect the CCLR1 connector and the AFSE P1 Adjustment:

CCLR2 connector located in the center 10. Connect an ohmmeter from the wiper of Pot P1
compartment of the control cabinet near the (cathode of ZD1) to Terminal E (GND) on the
top of each vertical bus bar. battery boost module.
d. Disconnect the output plugs on the four VAM If necessary, adjust P1 to obtain an ohmmeter
panels. reading of 6000 ohms.
e. Remove the wires on the GNDB ground blocks 11. Restore the following circuits:
located on the left wall of the right side a. Reinsert all ICP panel cards.
compartment of the control cabinet. Ensure
that the lugs on these wires are not touching b. Reconnect the ground wires at the GNDB
one another after the wires are removed. ground blocks.
f. Remove the output plugs on both gate driver c. Reconnect the output plugs on the four VAM
power converters (GDPC1 and GDPC2). panels.
g. Remove the FAULTP02 wire on the GRR9 d. Reconnect the output plugs to both gate driver
resistor. power converters (GDPC1 and GDPC2).
DC Link Checks: e. Reconnect the CCLR1 and CCLR2

connectors.
NOTE: Use an analog meter (VOM) to measure
resistance in the following steps. The VOM must be on f. Reconnect the FAULTP02 wire to the GRR9
the Rx1 scale. Otherwise, the link capacitors will start resistor.
charging and an accurate reading will not be possible. GRR Wiring:
5. Place the VOM positive lead on the DC(+) link 12. Measure the resistance between the FAULTP02
bus and the VOM negative lead on a cabinet wire of the GRR9 resistor and ground.
ground. Resistance should be 60 ohms.
Resistance should be 2 megohms or greater.
13. Measure the resistance between the FAULTP02
6. Place the VOM positive lead on the DC(-) link bus wire of the GRR9 resistor and the DC(-) link bus.
and the VOM negative lead on a cabinet ground. Resistance should be approximately 1100 ohms.
Resistance should be 2 megohms or greater.
14. Measure the resistance between the FAULTP02
7. Place the VOM positive lead on the DC(+) link wire of the GRR9 resistor and the DC(+) link bus.
bus and the VOM negative lead on the DC(-) link Resistance should be approximately 1500 ohms.
bus.
15. Reconnect the CN1 connector to the power
Resistance should be approximately 1500 ohms.
supply. Remove any test equipment.
8. Place the VOM positive lead on the DC(-) link bus
16. Activate the battery disconnect switches. Close all
and the VOM negative lead on the DC(+) link bus.
open circuit breakers.
Resistance should be approximately 6 ohms.

Battery and Control Circuit Checks -
Battery Power ON
TABLE II. POWER SUPPLY HARNESS
RESISTANCE CHECKS
Pin Ohms Circuit Pin Ohms Circuit
1 27 +5 32 0 return
Make sure that the link voltage is drained down
2 27 +5 33 0 return
before servicing the propulsion system or
performing tests. 3 27 +5 34 0 return
4 27 +5 35 0 return
1. Prepare for the following checks by performing
5 27 +5 36 0 return
6 27 +5 37 0 return
a. Remove the 50 amp fuse (BATFU) from the left
7 — — 38 1K -15
wall of the right side compartment of the
control cabinet. 8 12K +5 39 1K -15
9 12K +5 40 1K -15
b. Disconnect circuit wire 21B from the starter
10 12K +5 41 1K -15
solenoid.
11 27 +5 42 0 return
c. Plug in all the cards in the ICP panel. Verify
12 0 return 43 — —
that all the CN connectors are connected and
control power switch (1, Figure 3-1) is OFF. 13 0 return 44 0 return
14 0 return 45 0 return
d. Verify that all circuit breakers are closed and
15 0 return 46 860 +24
the battery disconnect switches are
deactivated. 16 0 return 47 50 BP24
17 0 return 48 860 +24
e. Make sure that the key switch and the 5 minute
delay timer are OFF. 18 — — 49 — —
19 0 return 50 — —
20 0 return 51 — —
Power Supply Check (PS): 21 0 return 52 — —
2. Remove the CN1 connector on the power supply. 22 — — 53 — —
Use an ohmmeter to check the harness side 23 770 +15 54 0 return
connector pins to ground. Refer to Table II for the 24 770 +15 55 0 return
resistance value at each pin.
25 770 +15 56 1.4K -24
3. Check for 1.4K ohms between TB3-K and TB3-L 26 770 +15 57 8K psstat
(LEM +24V to -24V power supply busses). 27 — — 58 1.4K -24
4. After resistance checks are complete, reconnect 28 210 +15 59 — —
CN1 connector. 29 210 +15 60 — —
30 0 return 61 — —
31 0 return 62 — —

Checks with Key Switch OFF 7. Verify the specified voltage to ground at the
following locations in the auxiliary control cabinet:
5. With key switch OFF, verify 25VDC to ground
minimum for the following circuits: +15VDC at the 15PV wire on TB29 (from TCI,
supply to operator control pedals)
11
+15VDC at the 15V wire on TB21 (from TCI,
11s onTB30
power to cab gauges)
11L on CB30
+15VDC at the 15SPD, 15RWS and 15LWS
11A on TB30 wires on TB21 (from TCI, power to front wheel
11SL on TB28 speed sensors)
NOTE: The voltage should be at least 25VDC. If the Approximately 11VDC at the 10V wire on TB28
voltage is significantly low, check the battery circuits. If +15VDC at the 15VL wire on TB32
the voltage is slightly low, install a battery charger. Approximately 14.8VDC at the 15SIM wire on
6. Check circuit 11B1 voltage to ground. TB32.
The voltage should be approximately 12VDC. 8. Measure voltage between circuit 72E (+) (TB24)
7. Make sure that the CN1 connector on the power and circuit 0 (-) (TB24-H) in the auxiliary control
supply is connected. Install the BATFU fuse. cabinet.
The voltage should be 5VDC.
8. Activate the battery disconnect switches and turn
on the ground level engine shutdown switch. 9. Install a jumper from 22F0 @ TB32 to ground.
Make sure all circuit breakers are closed. The voltage should change to 7VDC.
10. Use a digital multimeter to check the polarity of 10. Remove the jumper to 22F0.
the battery voltage at the BATFU fuse holder.
11. Verify 12VDC to ground for the following circuits:
Connect the positive lead to BATP and the
negative lead to RTN. 65
The voltage at BATP should be +24V. 67C
67R
Checks with Key Switch ON
67P
1. Deactivate the battery disconnect switches. Turn
the key switch ON. CPU Battery Checks
2. Check the voltage of circuit 712 to ground. 12. Turn the control power switch to OFF.
The voltage should be 25VDC. 13. Connect a VOM across the screws securing the
3. Check the voltage of circuit 71CK to ground. green plate on the edge of the PSC CPU card in
the ICP panel. Connect the positive lead to top
The voltage should be 25VDC. screw (2, Figure 3-2) and the negative lead to
4. Turn control power switch (1, Figure 3-1) to ON. bottom screw (4).
Verify that all five green lights in the power supply The value should be approximately 3.5 volts.
are lit.
14. Connect a VOM across the screws securing the
5. Verify that the display on the DID panel is lit. green plate on the edge of the TCI CPU card in
6. Check the voltage on the following circuits in the the TCI panel. Connect the positive lead to top
auxiliary control cabinet. Voltage at each should screw (2) and the negative lead to bottom screw
be at least 25VDC: (4).
71 on TB32 The value should be approximately 3.5 volts.
71GE on TB22 NOTE: If battery voltage is low in either battery check,
refer to “Memory Backup Battery Replacement”
instructions on the following page.

MEMORY BACKUP BATTERY TCI PROGRAMMING
REPLACEMENT
The replaceable memory backup battery on the CPU
cards will require replacement if voltage is low when
performing the CPU Battery Checks or if, during truck
operation, an event code appears on the DID panel Make sure that the link voltage is drained down
display as follows: before servicing the propulsion system or
performing tests.
Event Number 095 (BBRAM Battery Low)
1. Connect the serial communication cable from the
Event Number 633 (BBRAM Battery Failure)
PTU to the TCI port (DIAG3) on the DID panel
To replace the battery on either card: located on the back wall of the operator cab.
1. With control power OFF, remove the appropriate 2. Make sure that the directional control lever is in
card and locate the green plate with the battery PARK and the rest switch is in the REST position.
near the card edge. (See Figure 3-3.)
3. Turn control power switch (1, Figure 3-1) and the
2. Have a replacement battery available for key switch ON.
immediate installation. See your truck’s Parts
To program the TCI CPU card:
Book for the correct battery part number.
Click START > Programs > GEOHVPTU_2.0 >
NOTE: To prevent data loss, the new battery must be
AC TOOLS > wPTU AC v21.01
installed within five minutes of removal of the old
battery. Select “Normal” mode {enter}
3. Remove both screws (2) and (4) that retain Type password “ok75e” {enter}
battery assembly (3) to the mounting bocks. Note Click “Program Panel”.
the arrow direction (polarity) on the green plate
before removal. Select the GE Panel to download.
4. Remove the old battery and install the new To select the Configuration File, click “Browse”,
battery. Make sure that it is positioned for proper then “Up One Level”, then select the file that
polarity. Reinstall the screws. matches your truck’s wheels.
5. Install the card in the appropriate panel slot. Click “Open”.

Click “Begin Download”.
After the download is complete, click “Exit” when
you see “Press exit to continue”.
FIGURE 3-2. BATTERY LOCATION

(PSC Panel Shown
1. PSC CPU Card 4. Negative (-) Screw
2. Positive (+) Screw 5. Panel Enclosure
3. Battery Assembly

PSC PROGRAMMING INVERTER PROGRAMMING
Make sure that the link voltage is drained down Make sure that the link voltage is drained down and
before servicing the propulsion system or the engine is not running before performing the
performing tests. following procedures.
1. Connect the serial communication cable from the 1. Connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel PTU to the top ports on the ICP panel (CNG for
located on the back wall of the operator cab. inverters 11 and 12, CNH for inverters 21 and 22).
2. Make sure that the directional control lever is in 2. Turn GF cutout switch (2, Figure 3-1) to the
PARK and the rest switch is in the REST position. CUTOUT position.
3. Turn control power switch (1, Figure 3-1) and the To program the inverters:
key switch ON.
To program the PSC CPU card: AC TOOLS > wPTU AC v21.01
Click START > Programs > GEOHVPTU_2.0 > Select “Normal” mode {enter}
AC TOOLS > wPTU AC v21.01 Type password “ok75e” {enter}
Select “Normal” mode {enter}
Click “Program Panel”.
Type password “ok75e” {enter}
Select the GE Panel to download.
Click “Program Panel”.
Select the GE Panel to download.
After the download is complete, click “Exit” when
To select the Configuration File, click “Browse”, you see “Press exit to continue”.
then “Up One Level”, then select the file that
matches your truck’s wheels. CPU RESET
Click “Open”. After any programming is done, turn the control power
switch to OFF. Wait for the green LEDs on the power
supply turn off, then turn the control power switch to
After the download is complete, click “Exit” when ON. This allows for synchronization of all CPU
you see “Press exit to continue”. communication links.

PSC CHECKOUT To check the PSC digital inputs:
PSC Digital Input Checks Click START > Programs > GEOHVPTU_2.0 >
1. Open circuit breakers 1 and 2 for gate driver
power converters 1 and 2. Select “Normal” mode {enter}
2. Connect the serial communication cable from the Type password “ok75e” {enter}
PTU to the PSC port (DIAG1) on the DID panel Under “Real Time”, double-click “PSC Real Time
located on the back wall of the operator cab. Data”.
3. Make sure that the directional control lever is in Verify that the analog values are similar to the
PARK and the rest switch is in the REST position. example in Figure 3-3. Also, make sure that the
correct truck ID is at the top of the screen and
“COMMLINK” signal under “Modes” reads OK.
key switch ON.
The following normal power-on digital inputs
should be highlited: KEYSW, PSOK, CNX,
CPSFB and CNFB.
BRAKEON will be highlited with wire 44R (TB26)
jumpered to 712 (TB22). The wires do not have
to be removed.
GFNCO should be highlited with the GF cutout
switch in the NORMAL position.
FIGURE 3-3. PSC REAL TIME DATA SCREEN

Close the “PSC Real Time Data” screen, then
double-click “PSC Serial Data”.
Verify that the analog and digital values are
similar to the example in Figure 3-4.
FIGURE 3-4. PSC SERIAL DATA SCREEN

Close the “PSC Serial Data” screen, then With the retarder lever fully up (OFF position),
double-click “PSC Analog Inputs”. verify that the “RETARD LEVER” signal is
Verify that the analog and digital values are approximately 0 volts.
similar to the example in Figure 3-5. With the retarder lever fully down, verify that the
With the retarder pedal not depressed, verify “RETARD LEVER” signal is approximately 8.75
that the “RETARD PEDAL” signal is volts.
approximately 1.5 volts. The “ENGINE LOAD” signal should be either
With the retarder pedal fully depressed, verify 50% if the PWM load signal is being used or 5.0
that the “RETARD PEDAL” signal is volts if the analog load signal is being used. This
approximately 8.5 volts. indicates a 0 HP adjust level with the engine off.
FIGURE 3-5. PSC ANALOG INPUTS SCREEN

Close the “PSC Analog Inputs” screen, then NOTE: All temperatures are calculated except for the
double-click “PSC Temperatures”. AFSE and AMBIENT TEMPERATURE values.
Verify that the temperature values are similar to Close the “PSC Temperatures” screen.
the example in Figure 3-5.
FIGURE 3-6. PSC TEMPERATURES SCREEN

PSC Digital Output Checks To check the PSC digital outputs:
1. Open circuit breakers 1 and 2 for gate driver Click START > Programs > GEOHVPTU_2.0 >
power converters 1 and 2. AC TOOLS > wPTU AC v21.01
2. Connect the serial communication cable from the Select “Normal” mode {enter}
PTU to the PSC port (DIAG1) on the DID panel Type password “ok75e” {enter}
located on the back wall of the operator cab.
Click “LOGIN to wPTU Toolbox”.
3. Make sure that the directional control lever is in
PARK and the rest switch is in the REST position. Under “Engine Stopped Task”, double-click
“PSC Manual Test”.
key switch ON. The “PSC Manual Test” screen looks similar to
the “PSC Real Time Data” screen in Figure 3-3.
Clicking the buttons in the “Digital Outputs” field
will toggle the output on and off. See Table III.
NOTE: For Steps 1 through 5, remove the contactor arc
chutes and observe the contacts while they are closed
to ensure that the tips are mating properly. These
contactors are interlocked so they will not close with
the arc chutes removed. For testing, the interlock can
be pushed inward to allow contact closure with the arc
chute removed.
NOTE: Do not check CMCTL at this time.
TABLE III. PSC DIGITAL OUTPUT CHECKS
STEP OUTPUT DESCRIPTION DEVICE CHECKOUT

1 RP1 RP1 Contactor Verify that RP1 picks up and RP1FB is highlighted.
2 RP2 RP2 Contactor Verify that RP2 picks up and RP2FB is highlighted.
3 RP3 RP3 Contactor (If installed) If installed, verify that RP3 picks up and RP3FB is highlighted.
4 GFR GFR Contactor Verify that the GFR relay picks up.
Verify that the GF contactor picks up and GFFB is highlighted on the PTU. The
5 GF GF Contactor
GF Cutout Switch must be in the NORMAL (up) position to check.
Move the GF Cutout Switch to the CUTOUT (down) position. Verify that the GF
6 GF GF Cutout Switch Safety Check contactor does not pick up and GFFB is not highlighted on the PTU. Return the
GF Cutout Switch tothe NORMAL (up) position.
With CPRL highlighted, turn off the Control Power Switch and verify that control
7 CPRL Control Power Relay
power is not lost. Turn the switch back on.
With AFSE highlighted, verify 24 volts to ground on the “+25” terminal on the
8 AFSE Alternator Field Static Exciter
AFSE terminal board.
9 FORT Forward Travel Direction Verify that circuit 72FD changes from 24VDC to 0VDC when FORT is activated.
10 REVT Reverse Travel Direction Verify that circuit 79RD changes from 24VDC to 0VDC when REVT is activated.

TCI CHECKOUT TCI Digital Input Checks
PTU to the TCI port (DIAG3) on the DID panel
Make sure that the link voltage is drained down 2. Make sure that the directional control lever is in
before servicing the propulsion system or PARK and the rest switch is in the REST position.
performing tests. 3. Turn control power switch (1, Figure 3-1) and the
key switch ON.
Modular Mining Communication Port Check
To check the TCI digital inputs:
PTU to the Modular Mining port on the DID panel Click START > Programs > GEOHVPTU_2.0 >
located on the back wall of the operator cab. AC TOOLS > wPTU AC v21.01
2. Make sure that the directional control lever is in Select “Normal” mode {enter}
PARK and the rest switch is in the REST position. Type password “ok75e” {enter}
3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON.
Double-click “TCI Real Time Data”.
The PTU baud rate defaults to 38400. However, the
Verify that the analog values are similar to the
Modular Mining port is at 9600 baud. Therefore, before
example in Figure 3-7. Also, make sure that the
testing the Modular Mining port, the PTU baud rate
“COMMLINK” signal under “Modes” reads OK.
must be changed to 9600.
Test the inputs in the “Digital Inputs” field as
Click START > Programs > GEOHVPTU_2.0 > described in Table IV.
Click “Options”.
Remove “38400” and add “9600” to the column
“Selected Baud Sequence”. Click “OK”.
The GE wPTU Toolbox Login Screen
Connection Status window should now show
“Connected to AC TCI 360T-DIGBT at 9600
Baud on COM1”. This verifies the port
communication.
If the Connection Status window shows
“Connection to target failed”, exit the program
and restart the PTU.

FIGURE 3-7. TCI REAL TIME DATA SCREEN

TABLE IV. TCI DIGITAL INPUT CHECKS
STEP INPUT DESCRIPTION

1 ENGSTRTREQ Engine Start Request - DO NOT CHECK AT THIS TIME.
Check Engine Caution Lamp - Jumper circuit 419M @ TB30 to ground to illuminate the lamp in the overhead
2 ENGCAUTION
panel. ENGCAUTION on the PTU should be highlighted.
CONTROLON
3 Control Power ON & Engine Warm-Up - DO NOT CHECK AT THIS TIME.
WARM-UP
Engine Service Light - Jumper 528A @ TB32 to ground to illuminate the blue indicator lamp on the back of the
4 ENGWARN
center console.
Engine Shutdown Switch - Pull up on switch on center console. Verify that circuit 439 @ TB25 changes from
5 ENGKILL
24VDC to 0VDC. Push down the switch to reset the system.
Body Up Switch (activated when body is down) - Place a washer on body-up switch. Verify that circuits 63L &
6 BODYDWN
71F change from 0VDC to 24VDC and the lamp in the overhead panel is OFF.
Rest Switch - Move the Rest Switch to the REST position. Verify that the internal lamp on the Rest Switch
7 RESTSW
illuminates when in the REST position.
Reverse Request - Move the selector lever to the REVERSE position. The parking brake will release, circuit
8 REVREQ
52PBO will be 24VDC, and circuit 52CS will be 0VDC.
Forward Request - Move the selector lever to the FORWARD position. The parking brake will release, circuit
9 FORREQ
Neutral Request - Move the selector lever to the NEUTRAL position. The parking brake will release, circuit
10 NEUREQ
Parking Brake Switch - Move the selector lever to the PARK position. PRKBRKSW on the PTU should be
11 PRKBRKSW highlighted. (NOTE: The parking brake solenoid is controlled by the VHMS Interface Module. See VHMS/
Interface Module Checkout Procedure to fully test this function.)
12 RSC Retard Speed Control Switch - Pull up the switch on the center console.
13 MIDPAYLD Truck at 70% Payload - Jumper 73MS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
14 FULLPAYLD Truck Fully Loaded - Jumper 73LS @TB25 to ground. (NOTE: RB2 circuit breakers must be OFF if installed.)
15 OVERPAYLD Truck Overloaded - Jumper circuit 72IP@TB29 to circuit 712 @ TB32.
16 RESET Override/Fault Reset Switch - Push the switch on the center console.
Lamp Test Switch - Push the switch on the dash panel. All warning/status lights in the overhead panel should
17 LAMPTEST illuminate except for the bottom two rows, the backup horn sounds, and the retard lights at the rear of the truck
and on top of the cab turn on.
18 DATASTORE Data Store Switch - Push the switch on the back of the center console.
19 AXLEP Axle Pressure Switch - Jumper across the air pressue switch in the rear axle housing.

Close the “TCI Real Time Data” screen, then
double-click “TCI Serial Data”.
Verify that the analog and digital values are
similar to the example in Figure 3-8.
FIGURE 3-8. TCI SERIAL DATA SCREEN

Close the “TCI Serial Data” screen, then double- With the accelerator pedal fully depressed, verify
click “TCI Analog Inputs”. that the “ACCEL PEDAL” signal is
Verify that the analog values are similar to the approximately 8.5 volts.
example in Figure 3-9. With the RSC switch up (OFF position) and the
With the accelerator pedal not depressed, verify RSC dial fully counterclockwise, verify that the
that the “ACCEL PEDAL” signal is “RSC POT” signal is approximately 10.7 volts.
approximately 1.5 volts. With the RSC switch up (OFF position) and the
RSC dial fully clockwise, verify that the “RSC
POT” signal is approximately 0 volts.
FIGURE 3-9. TCI ANALOG INPUTS SCREEN

Close the “TCI Analog Inputs” screen, then NOTE: All temperatures are calculated except for the
double-click “TCI Temperatures”. AFSE and AMBIENT TEMPERATURE values.
Verify that the temperature values are similar to Close the “TCI Temperatures” screen.
the example in Figure 3-10.
FIGURE 3-10. TCI TEMPERATURES SCREEN

TCI Digital Output Tests To check the PSC digital outputs:
1. Connect the serial communication cable from the Click START > Programs > GEOHVPTU_2.0 >
PTU to the TCI port (DIAG3) on the DID panel AC TOOLS > wPTU AC v21.01
2. Make sure that the directional control lever is in Type password “ok75e” {enter}
PARK and the rest switch is in the REST position.
key switch ON. Under “Engine Stopped Task”, double-click “TCI
Manual Test”.
The “TCI Manual Test” screen looks similar to
NOTE: The lamp test switch for the overhead panel will the “TCI Real Time Data” screen in Figure 3-7.
not activate the GE propulsion system lamps when the Clicking the buttons in the “Digital Outputs” field
PTU is in the Manual Test mode. will toggle the output on and off. See Table V.
TABLE V. TCI DIGITAL OUTPUT CHECKS
LOCATION
STEP INPUT DESCRIPTION
(Fig. 3-11)
Battery Separate Relay - Measure 24 VDC from circuit 21BSR @ TB28 to
1 BATSEPC
ground. With BATSEPC highlighted on the PTU, press {enter}. Verify 0 VDC.
2 LINKONLT Link Energized Light on the back of the center console will illuminate.
SPD1 not used

3
SPD2 not used
4 NORETARD No Retard/Propel Light will illuminate. A5
5 NOPROPEL No Propel Light will illuminate. A6
6 PSCNOTRDY Propulsion System Not Ready Light will illuminate. C6
7 RESTLT Propulsion System at Rest Light will illuminate. B6
8 REDUCELT Propulsion System at Reduced Level Light will illuminate. D6
9 RTRDCON Retard System at Continuous Level Light will illuminate. E6
Battery Charger System Failure Light will illuminate. (NOTE: This function is
10 BATTCHRGR controlled by the VHMS Interface Module. See VHMS/ Interface Module E5
Checkout Procedure to fully test this function.)
11 ENGSPDSET not used
12 REVERSELT Backup horn and backup lights will activate. B4
13 RETARDXLT Retard light on top of the cab and at rear of truck will turn on.
14 RETARDLT Dynamic Retarding Applied Light will illuminate. D3
15 TEMPWARN Propulsion System Temperature Light will illuminate. C5
16 PSCWARNLT Propulsion System Light will illuminate. B5
Hydraulic Brake Oil Hot Light - cannot be checked (NOTE: This function is
17 HYDBHOTLT controlled by the VHMS Interface Module. See VHMS/ Interface Module D5
Checkout Procedure to test this function.)
18 ENGCRANK Engine Crank Signal - See the following procedure to test this function.

To check the Engine Crank Signal:
NOTE: Before checking ENGCRANK, verify that the
21B wires are removed from the starter solenoid relay
in the battery control box. Also, make sure that the
engine oil is at the proper level.
1. Change the PTU from the “Engine Stopped
Tasks” screen to the “TCI Real Time Data”
screen.
2. Turn the key switch to START.
Trucks without prelube system:
Measure 24VDC to ground on circuit 21A @
TB25 and circuit 21B @ TB31.
Trucks with prelube system:
Measure 24VDC to ground on circuit 21A @
TB25. FIGURE 3-11. STATUS/WARNING LIGHTS
After the prelube system has reached the proper
oil pressure, measure 24VDC to ground on Row/Column Indicator Description Color
circuit 21PT @ TB28 to ground.
A1* High Hydraulic Oil Temperature Red
After circuit 21PT is 24VDC, circuits 21ST and
B1* Low Steering Pressure Red
21B will measure 24VDC to the starter solenoid.
C1 Low Accumulator Precharge Red
Verify that ENGSTRTREQ, ENGCRANK,
D1 Spare
ENGCRNK2, and BATSEPC are highlighted on
the PTU when circuits 21A, 21PT and 21B are E1 Low Brake Pressure Red
24VDC. A2* Low Hydraulic Tank Oil Level Red
B2* Low Auto Lube Pressure Amber
3. Turn the key switch to ON.
C2* Circuit Breaker Tripped Amber
4. Move the directional control lever to FORWARD.
D2* Hydraulic Oil Filter Restricted Amber
5. Turn the key switch to START. E2* Low Fuel Amber
Circuit 21A should remain 0VDC. A3* Parking Brake Applied Amber
6. Release the key switch. B3* Service Brake Applied Amber
7. Move the directional control lever to NEUTRAL. C3* Body Up Amber

D3* Dynamic Retarding Applied Amber
8. Turn key switch to START position.
E3 Stop Engine Red
Circuit 21A should remain 0VDC.
A4* Starter Failure Amber
10. Release the key switch. B4* Manual Backup Lights Amber
11. Move the directional control lever to PARK. C4* 5 Minute Shutdown Timer Amber
D4* Retard Speed Control Amber
E4* Cheack Engine Amber
A5 No Propel/Retard Red
B5 Propulsion System Warning Amber
C5 Propulsion System Temperature Amber
D5 Manitenance Monitor Red
E5 Battery Charger System Failure Red
A6 No Propel Red
B6 Propulsion System at Rest Amber
C6* Propulsion System Not Ready Amber
D6* Propulsion System at Reduced Level Amber
E6* Retard System at Continuous Level Amber

CALIBRATIONS
The following procedures are used to calibrate the
retarder and accelerator pedals, retarder lever, and the TABLE VI. CALIBRATION VALUES
hydraulic brake temperature and propel system
INPUT DESCRIPTION
temperature gauges and the speedometer for the
software. If any of the above components require 0.00 - accelerator pedal released
ACCEL-SEL
replacement during truck servicing or troubleshooting 1.00 - accelerator pedal fully depressed
procedures, the new or rebuilt component must be 0.00 - retarder pedal released and retarder lever
recalibrated using the applicable procedure before the fully up
truck is returned to service. 1.00 - retarder pedal fully depressed and
RETRD-SEL
retarder lever fully up
Speedometer 1.00 - retarder pedal released and retarder lever
fully down
The speedometer can be calibrated by using the DID
panel at the back of the operator cab. 5 - RSC dial pulled up and turned fully
counterclockwise
1. On the DID panel, press the function keys RETSPD
34 - RSC dial pulled up and turned fully
F4 - Menu > F1 - Test Menu > F4 - Speedometer. clockwise
2. Adjust the speedometer to read 32 kph (20 mph).
3. Enter “40” on the DID panel keypad.
Verify that the speedometer reads 64 kph (40
mph). ERASING EVENTS
Accelerator Pedal, Retarder Pedal/Lever and PSC
RSC Dial
The pedals and retarder lever can be calibrated by PTU to the PSC port (DIAG1) on the DID panel
using the DID panel at the back of the operator cab. located on the back wall of the operator cab.
Press the function keys F4 - Menu > F4 - Truck Cfg >
F2 - Begin, then follow the instructions on the screen.
The pedals, retarder lever and RSC dial can also be 3. Turn control power switch (1, Figure 3-1) and the
calibrated by using the PTU as follows: key switch ON.
1. Connect the serial communication cable from the Click START > Programs > GEOHVPTU_2.0 >
PTU to the PSC port (DIAG1) on the DID panel AC TOOLS > wPTU AC v21.01
PARK and the rest switch is in the REST position. Type password “ok75e” {enter}
3. Turn control power switch (1, Figure 3-1) and the Click “LOGIN to wPTU Toolbox”.
key switch ON. Under the “Special Tasks” heading, double-click
Click START > Programs > GEOHVPTU_2.0 > “Erase PSC Events”.
AC TOOLS > wPTU AC v21.01 Click “YES”.
Select “Normal” mode {enter} Double-click “PSC Event Summary”.
Type password “ok75e” {enter} Only two events should be listed and active:
Event 91 (Inverter 1 Cutout) and Event 92
Under “Real Time”, double-click “PSC Real Time
(Inverter 2 Cutout). Investigate any other events
Data”.
that are listed.
Verify the values in Table VI.

TCI 7. Close circuit breaker CB2 on GDPC1 in the right
side compartment of the control cabinet.
PTU to the TCI port (DIAG3) on the DID panel 8. Use an analog meter to check the voltage
located on the back wall of the operator cab. between the pins on the P12A+ round connector.
2. Make sure that the directional control lever is in There should be 90 - 100VDC.
PARK and the rest switch is in the REST position. 9. Open circuit breaker CB2 on GDPC1. Reconnect
3. Turn control power switch (1, Figure 3-1) and the the round connector to P12A+ and close circuit
key switch ON. breaker CB2 again.
Click START > Programs > GEOHVPTU_2.0 > 10. Carefully remove the gray plug on top of each P12
AC TOOLS > wPTU AC v21.01 phase module. Without looking directly into the
plug hole in each phase module, verify that a red
Select “Normal” mode {enter} light is present. Insert the gray plugs.
Type password “ok75e” {enter} 11. Carefully remove the gray plug on top of chopper
Click “LOGIN to wPTU Toolbox”. module CM2. Without looking directly into the
plug hole, verify that a red light is present. Insert
Under the “Special Tasks” heading, double-click
the gray plug.
“Erase TCI Events”.
12. Close circuit breaker CB1 on GDPC2 in the right
Click “YES”.
side compartment of the control cabinet.
Double-click “TCI Event Summary”.
13. Use an analog meter to check the voltage
No events should be listed. Investigate any between the pins on the P21A+ round connector.
events that are listed.
There should be 90 - 100VDC.
14. Open circuit breaker CB1 on GDPC2. Reconnect
the round connector to P21A+ and close circuit
GATE DRIVER POWER CONVERTER TEST
breaker CB1 again.
15. Carefully remove the gray plug on top of each P21
phase module. Without looking directly into the
Never look directly into the fiber optic light. Eye light is present. Insert the gray plugs.
damage could result. 16. Close circuit breaker CB2 on GDPC2 in the right
1. Disconnect the round connector on top of phase side compartment of the control cabinet.
modules P11A+, P12A+, P21A+ and P22A+. 17. Use an analog meter to check the voltage
2. Close circuit breaker CB1 on GDPC1 in the right between the pins on the P22A+ round connector.
side compartment of the control cabinet. There should be 90 - 100VDC.
3. Use an analog meter to check the voltage 18. Open circuit breaker CB2 on GDPC2. Reconnect
between the pins on the P11A+ round connector. the round connector to P22A+ and close circuit
There should be 90 - 100VDC. breaker CB2 again.
4. Open circuit breaker CB1 on GDPC1. Reconnect 19. Carefully remove the gray plug on top of each P22
the round connector to P11A+ and close circuit phase module. Without looking directly into the
breaker CB1 again. plug hole in each phase module, verify that a red
light is present. Insert the gray plugs.
5. Carefully remove the gray plug on top of each P11
phase module. Without looking directly into the
light is present. Insert the gray plugs.
6. Carefully remove the gray plug on top of chopper
module CM1. Without looking directly into the
plug hole, verify that a red light is present. Insert
the gray plug.

LOAD TESTING Click START > Programs > GEOHVPTU_2.0 >
Preparation
1. Ensure that the wheels are chocked and the
directional control lever is in PARK. Type password “ok75e” {enter}
2. Ensure that all blower motor and alternator Under “Real Time”, double-click “PSC Real Time
brushes are installed correctly. Data”.
Verify that ENGSPD in the “Analog” field shows
3. Install locks on the contactor box door and left
the correct alternator speed value.
side compartment door of the control cabinet. The
right side compartment will be accessed. 9. Leave the PTU connected to the PSC port for
further checks. Use the emergency stop switch on
4. Use the DID panel to cutout both inverters:
the center console of the operator cab to stop the
a. Press F4 - MENU > F3 - Inv Cutout > engine.
F1 - Inv #1 > F4 - Toggle.
The display will show “Inverter #1 = cut-out”. Battery Boost Check
b. Press F5 - Return > F2 - Inv #2 > F4 - Toggle.

The display will show “Inverter #2 = cut-out”.
c. Press F5 - Return > F5 - Return to return to the
main DID panel display. The battery boost check must be performed exactly
5. Turn the rest switch ON. as described in the following procedure. Failure to
do so may result in serious injury.
6. Move GF cutout switch (2, Figure 3-1) to the
The contactors in the control cabinet with the R1
CUTOUT (down) position.
resistor may be energized while the engine is
7. Ensure that circuit breakers CB1 and CB2 on both running. DANGEROUS VOLTAGES ARE PRESENT
gate driver power converters are closed. INSIDE THE CONTROL CABINET.
8. Reconnect the 21B wires to the starter solenoids. NOTE: The engine must be OFF during initial setup.
Alternator Speed Sensor Checks 1. Turn the rest switch ON.
1. Connect an AC voltmeter to circuits 74X (TB22) 2. Move GF cutout switch (2, Figure 3-1) to the
and 74Z (TB22). CUTOUT (down) position.
2. Ensure that the GF cutout switch is in the 3. Verify that all link voltage lights are OFF.
CUTOUT (down) position and the rest switch is 4. Connect a voltmeter across resistor R1 located in
ON. the right side compartment of the control cabinet.
3. Start the engine and operate at low idle. a. Connect the positive lead to BAT
Verify approximately 4VAC on the meter. b. Connect the negative lead to F101.
Verify that the tachometer in the operator cab
5. Start the engine.
reads approximately 700 RPM.
6. Move the GF cutout switch to the NORMAL (up)
4. Remove the voltmeter.
position.
5. Ensure engine speed control by varying the
7. Turn the rest switch OFF.
position of the accelerator pedal.
The voltmeter will momentarily show a reading
6. To check the PSC alternator speed feedback, of approximately 18VAC, then drop to zero.
connect the serial communication cable from the
PTU to the PSC port (DIAG1) on the DID panel 8. Turn the rest switch ON.
located on the back wall of the operator cab. 10. Move the GF cutout switch to the CUTOUT
7. Make sure that the directional control lever is in (down) position.
PARK and the rest switch is in the REST position. 11. Use the emergency stop switch on the center
8. Turn control power switch (1, Figure 3-1) and the console of the operator cab to stop the engine.
key switch ON. 12. Verify that all link voltage lights are OFF. Remove
the voltmeter.

Brake Circuit Switch Checks Hoist & Steering Circuit Switch Checks
1. Turn the rest switch ON. 9. On the inner side of the fuel tank, short circuit 39
on hoist circuit hydraulic filters bypass indicator
2. Start engine and allow engine to warm up for
switch to ground.
approximately 10 minutes.
The hydraulic oil filter light in the overhead panel
Verify that all status/warning lights in the
should illuminate.
overhead panel are off except Parking Brake
Applied (A3, Figure 3-11), Propulsion System at 10. At the steering circuit hydraulic filter, short circuit
Rest (B6) and Propulsion System Not Ready 39 on the filter bypass indicator switch to ground.
(C6). The hydraulic oil filter light in the overhead panel
3. Turn the wheel brake lock switch ON. should illuminate.
4. Short circuit 33T to ground. This is for the brake 11. Short circuit 51A at the nitrogen precharge
lock degradation switch located in brake cabinet. pressure switches on the top of the steering
accumulators to ground.
Note that when the wheel brake lock is applied,
the service brake lights on the truck are active The low accumulator precharge indicator light is
and the service brake light indicator on the activated. This light stays on even when the
overhead panel is lit. short is removed.
5. Connect the serial communication cable from the 12. Use emergency shutdown switch on the center
PTU to the PSC port (DIAG1) on the DID panel console to shut off the engine. Do not turn the key
located on the back wall of the operator cab. switch OFF.
Click START > Programs > GEOHVPTU_2.0 > The low accumulator precharge light should
AC TOOLS > wPTU AC v21.01 remain on and the brakes and steering pressure
should remain charged.
13. Turn the key switch OFF.
Verify that the steering pressure bleeds down.
Link Energized Checks
Under “Real Time”, double-click “PSC Real Time
Data”. 1. Start the engine.
Verify that BRAKEON is highlighted when the 2. Move the GF cutout switch to the NORMAL (up)
wheel brake lock is applied and the engine is position.
running.
6. Turn the wheel brake lock switch OFF.
7. In the brake cabinet, short circuit 33 on the brake AC TOOLS > wPTU AC v21.01
pressure switch to ground.
The low brake pressure light on the overhead
panel and the low brake pressure buzzer should Type password “ok75e” {enter}
activate. Click “LOGIN to wPTU Toolbox”.
8. On the LH frame rail, short circuit 33F at the Under “Real Time”, double-click “PSC Real Time
steering pressure switch on the bleeddown Data”.
manifold to ground. Verify that capacitor charge light (3, Figure 3-1)
The low brake pressure light, low steering and the link energized indicator light on the rear
pressure light and low brake pressure buzzer of the center console are lit.
should activate. Verify that LINKV and both inverter link voltages
(I1LV & I2LV) are approximately 700 volts.
Verify the other values and highlighted functions
are similar on the various PSC screens in
Figures 3-12 through 3-14.

FIGURE 3-12. PSC REAL TIME DATA SCREEN
FIGURE 3-13. PSC SERIAL DATA SCREEN

FIGURE 3-14. PSC ANALOG INPUTS SCREEN
4. Make sure that the directional control lever is in Loadbox Test

key switch ON.
6. Connect the serial communication cable from the Verify that the control cabinet doors are closed and
PTU to the TCI port (DIAG3) on the DID panel locked before performing the following tests.
located on the back wall of the operator cab. DANGEROUS VOLTAGES ARE PRESENT INSIDE
Click START > Programs > GEOHVPTU_2.0 > THE CONTROL CABINET WHEN THE ENGINE IS
AC TOOLS > wPTU AC v21.01 RUNNING.
Select “Normal” mode {enter} 1. Jumper fan clutch control circuit 22FO @ TB32 to
ground to lock the fan in full on condition.
2. With the engine running, move the GF cutout
switch to the NORMAL (up) position.
Under “Real Time”, double-click “TCI Real Time
Data”.
Verify that the analog values and highlighted Under “Test”, double-click “Self Load Engine
functions are similar to the TCI Real Time Data Test”.
screen in Figure 3-15. Click “Enter LDBX”.
7. Exit the TCI Real Time Data screen. Leave the Verify that the values are similar to the initial Self
engine running and the PTU connected to the TCI Load Engine Test screen in Figure 3-16.
port for the loadbox test.

FIGURE 3-15. TCI REAL TIME DATA SCREEN
FIGURE 3-16. INITIAL SELF LOAD ENGINE TEST SCREEN

10. Note the ENGLOAD value on the screen.
If the value is 5 volts during load testing, loading
is satisfactory.
If the value is below 5 volts, the electrical system
In the following step, exhaust air from grid vents needs to remove horsepower loading. This is an
may be very hot. indication of a weak engine.
4. Put the directional control lever in NEUTRAL and If the value is above 5 volts, the electrical system
depress the accelerator pedal to just pick up needs to load the engine more. This is an
contactor RP1. This should occur at indication of a strong engine.
approximately 1150 rpm.
11. The Self Load Engine Test screen should be
Check for hot air flow from both front sections of
recorded and the values compared to values that
the retarding grid.
are calculated to account for parasitic losses at
Check for air flow from the rectifier air exhausts the elevation of the test site and ambient
on the back of the control cabinet. temperature during testing as follows:
On the PTU, verify that the values for BLWR1 a. Output horsepower should be 2700 HP ±5% @
and BLWR2 are balanced but opposite polarity. 1900 +10/-15 rpm.
NOTE: If the HPADJ value is fixed at zero and the b. Requested rpm from GE must be 1900 rpm.
ENGLOAD% value is fixed at 50% (or 5.0V if using an
c. Refer to Figure 3-17 for parasitic losses curve.
analog load signal), it is an indication that the PWM
engine load signal is not getting to the PSC. Check for Read the parasitic losses from the graph
Event 63 (Engine Load Signal) on the DID panel. Refer based on ambient temperature and altitude.
to Troubleshooting for more information. Add the value on the graph to the delivered
5. Depress the accelerator pedal to pick up HP to GE and compare that to the “-5%”
contactors RP1 and RP2. This should occur at value at the rpm rated tolerance (i.e. 2612
approximately 1375 rpm. HP + value from graph = corrected HP).
6. Let up on the accelerator pedal just enough so Manual Offset HP Output Adjustment:
that contactor RP2 drops out but contactor RP1 is 12. If it isnecessary to troubleshoot HP problems, use
still picked up. This should occur at approximately the following procedure:
1375 rpm.
With loadbox initiated, enter a + or - offset value
NOTE: Some trucks are not equipped with contactor in the “HP Offset” field.
RP3. Click the “HP Offset” box.
7. Depress the accelerator pedal to pick up
13. Perform the load test again.
contactors RP1, RP2 and RP3. This should occur
at approximately 1550 rpm. Return the offset to 0.0
8. Warm up the engine until the engine coolant Click the “HP Offset” box.
temperature stabilizes. Then fully depress the Click “EXIT LDBX” to exit the Self Load Engine
accelerator pedal to pickup all the RP contactors. Test screen.
The CHOP value on the PTU should be be 25% 14. Allow the engine to cool down until the engine
at approximately 1900 rpm. temperature and pressure gauges show normal
9. Record the PTU screen while viewing the screen operating values.
during full load. 15. Turn the rest switch ON.
Under the “Save” menu, select “Single 16. Turn the key switch OFF. Allow approximately 90
Snapshot”, then click “Save”. seconds for the steering accumulators to bleed
To view the recorded screen, under the “View” down.
menu, select “Screen Relay”, the highlight the 17. Remove the jumper from the fan clutch control
file and click “Open”. circuit
18. Record all data to create a truck record for future
comparison.

FIGURE 3-17. TOTAL PARASITIC LOSS AT FULL POWER
Komatsu SSDA16V160, 27000 GHP, ECS 8 Blade, 78” dia. 5.3” PW @ 798 RPM

TROUBLESHOOTING Phase Module and Chopper Module
Troubleshooting
PVM Optimum Load Curve Handshaking
Troubleshooting 1. To troubleshoot a phase module or chopper
module, stop the engine and turn the rest switch
NOTE: A value of less than 0.5VDC or more than OFF. Connect the serial communication cable
9.5VDC on circuit 72E indicates a failure. from the PTU to the PSC panel and access the
1. With the engine off, key switch ON and control PSC Manual Test screen.
power switch ON, measure the voltage between 2. Click the appropriate GD1E or GD2E signal in the
the 72E (+) lead and the 72R (-) lead. “Digital Output” field and turn it ON. (GD1E turns
The voltage should be 5.0VDC. on all Inverter 1 phase modules and chopper
module 1. GD2E turns on all Inverter 2 phase
a. Jumper circuit 22FO to ground and verify
modules and chopper module 2.)
voltage on 72E to 72R changes to 7.0VDC.
3. Disconnect the gray fiber optic cable on the phase
b. If the voltage is 0VDC, verify that the
module or chopper module that is being checked.
connections to the PVM are correct and that
circuits 439 and 11SL (connected to CN P382
positions 5 and 40) are 24VDC.
2. With the engine running and under load, and the
key switch and control power switch ON, check In the following step, DO NOT look directly at the
the voltage at 72E (+) to 72R (-). red light. Eye damage could result.
The voltage should be 5.0VDC. 4. If a red light is visible out of the gray receptacle on
a. Check the PVM diagnostic connector P381. the gate driver module, the phase module or
chopper module is OK.
b. Verify that the voltage between position A to B
is 8 to 11VDC. A reading of 0VDC indicates 5. If a red light is not visible, disconnect the round
that the 1939 transmission line failed. Check power supply harness from the gate driver
1939 wiring. module.
c. Verify the voltage between position C to B is 8 6. Check the AC voltage in the two pins in the
to 11VDC. A reading of 0VDC indicates that harness. There should be 100 VAC square wave
the PVM has failed only if the voltage from on the harness. The actual reading on the VOM
position A to B is correct and the filtering circuit will depend on the meter and how it is designed to
is correct. Check the filtering circuit resistors measure AC voltage. Most meters read less than
and capacitors connected to P383 positions 12 100 volts. Normally, there will either be proper
and 20 and P382 position 33 mounted on voltage on the harness or no voltage at all.
diode board DB1. 7. If there is no voltage, troubleshoot the appropriate
3. If both Step 1 and 2 are 0VDC, then circuit 439 or gate driver power converter or the harness. See
11SL or both are incorrect. “Gate Driver Power Converter Test” earlier in this
section.
8. If there is voltage, reconnect the harness and
disconnect the gate lead on the “G” terminal.
10. If there is a red light visible with the gate lead
disconnected, there is a short and the phase
Allow adequate time for link voltage to drain down module or chopper module must be replaced.
before opening the control cabinet to perform the 11. If a red light is not visible with the gate lead
following checks or repairs. disconnected, the gate driver module is faulty and
must be replaced. All the gate driver sections for
phase modules and chopper modules are alike
and interchangeable. The red-covered and white-
covered gate driver modules are interchangeable
where mounted by the six cap screws to the
cooling tubes of the phase module or chopper
module.

PHASE MODULE REPLACEMENT
Phase Module Removal Phase Module Installation
1. Place the control power switch in the OFF 1. Inspect the rear cooling air sealing gasket.
position and the GF cutout switch in the CUTOUT Replace it if damaged.
position. 2. Return the phase module to its original location.
2. Use a VOM to ensure that there is no voltage 3. Install the two mounting bolts and washers that
present between the (+) and (-) DC links and secure the phase module to the control cabinet.
ground. Tighten the bolts to 64 N•m (47 ft lbs).
3. Disconnect the fiber optic cables and the round
4. Install the mounting hardware that secures the
plug at the top of the phase module. Tuck the
two fuses. Tighten the bolts to 19 N•m (14 ft lbs).
removed cables under the loom to protect the
cables when the module is pulled out. 5. Install the mounting hardware that secures the
phase module to the vertical bus bar. Tighten the
4. Remove the mounting hardware that secures the bolts to 26 N•m (19 ft lbs).
phase module to the vertical bus bar. Note the
length of the bolts for proper reinstallation. 6. Reconnect the fiber optic cables and the round
plug at the top of the phase module.
5. Remove the mounting hardware that secures the
two fuses. 7. Place the GF cutout switch in the NORMAL
position and the control power switch in the ON
6. Mark each phase module so that it will be
position.
reinstalled in its original location.
NOTE: Each phase module weighs 29.5 kg (65 lbs).
7. Support the phase module and remove the two
nuts and washers that secure the phase module NOTE: For removal of other control cabinet
to the control cabinet. components, refer to the GE service manual.
8. Slide the phase module forward by the extended
mounting arms and remove it from the control
cabinet. Do not pull on the gate card cover.

NOTES

SECTION G
DRIVE AXLE, SPINDLE, AND WHEELS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2
FRONT WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4
REAR AXLE HOUSING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5
G01020 Index G1-1

NOTES
G1-2 Index G01020

SECTION G
TIRES AND RIMS
INDEX
TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
FRONT TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
REAR TIRES AND RIMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-6
RIM AND TIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8

Tire Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Rim And Tire Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-8
Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
Tire Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-9
G02022 Tires and Rims G2-1

NOTES:
G2-2 Tires and Rims G02022

TIRES AND RIMS
The truck tires should be inspected and tire pressure FRONT TIRES AND RIMS
checked with an accurate pressure gauge before
each working shift. Tire pressure will vary according Removal
to manufacturer and local working conditions. Con-
sult tire manufacturer for recommended tire pres-
sure.
Insure valve caps are securely applied to valve DO NOT weld or apply heat on the rim assembly
stems. The caps protect valves from dirt build up and with the tire mounted on the rim. Remaining
damage. DO NOT bleed air from tires which are hot gases inside the tire may ignite causing explo-
due to operation; under such circumstances, it is nor- sion of tire and rim.
mal for pressure to increase in tire due to expansion. DO NOT go near a tire if a brake or wheel motor
has experienced a fire until the tire has cooled.
A bent or damaged rim which does not support the
bead properly may cause abnormal strain on the tire
resulting in a malfunction. If a tire should become
deeply cut, it should be removed and repaired.
Neglected cuts cause many tire problems. Water,
sand, dirt and other foreign materials work into a tire When inflating tires always use a safety cage.
through a cut eventually causing tread or ply separa- Never inflate a tire until the lockring is securely in
tion. place. Do not stand in front of or over the lock-
Tires should be stored indoors, if possible. If stored ring during inflation procedures. Never overin-
outdoors, cover tires with tarpaulin to keep out dirt, flate a tire. Refer to tire manufacturers
water and other foreign materials. Long exposure to recommendations.
the sun will cause ozone cracks. Storage should be Always keep personnel away from a wheel and
in a cool, dry, dark, draft free location. Tires should tire assembly when it is being removed or
be stored vertically. If they must be laid on their sides installed.
for a short period, avoid distortion by stacking no The tire and rim weigh approximately 4995 kg
more than three tires on top of one another. Avoid (11,000 lbs). Be certain tire handling equipment is
contact with oil, grease or other petroleum products. capable of lifting and maneuvering the load.
Before storing used tires, clean thoroughly and Manual tire removal and installation is possible, but
inspect for damage. Repair as necessary. When a due to the size and weight of the components, spe-
truck is placed in storage, it should be blocked to cial handling equipment is desirable. Consult local
remove the weight from the deflated tires. If stored tire vendors for sources of equipment designed
truck cannot be blocked, check air pressure and especially to remove, repair, and install large off-
inspect tires twice a month for proper inflation pres- highway truck tires.
sure. If the studs in the front wheel hub require replace-
ment, use a special stud installer tool and tighten
studs to 732 N·m (540 ft lbs) torque.
1. Shift directional control lever to PARK, then
block rear wheels to prevent movement of truck.

2. Turn the key switch OFF to stop the engine,
and allow at least 90 seconds for the accumula-
tor to bleed down. Turn the steering wheel to be
sure no pressure remains. As a safety precau-
tion, bleed down brake accumulators.
Care should be taken not to damage the inflation
3. Place jack under spindle or under frame at the stem during tire removal.
front cross tube.
4. Raise front end of truck until tires clear ground 7. Move wheel assembly away from wheel hub
and block up securely under frame. and into clean work area.
5. Visually inspect all brake components for dam-
age or wear. Inspect hydraulic brake lines for
damage or leaking fittings.
6. Secure wheel assembly to hoist or fork lift and
Do not attempt to disassemble wheel assembly
take up slack. Remove wheel nuts (8, Figure 2-
until all air pressure is bled off.
1), and wheel retainer lugs (7) securing wheel
assembly to wheel hub. Remove the clamp that
Due to its size and weight, always keep person-
secures the tire inflation valve to the wheel hub.
nel away from a wheel assembly when it is being
removed or installed.
FIGURE 2-1. FRONT WHEEL ASSEMBLY
1. Valve Assembly 6. Lock Ring 11. Lockwasher 16. Lockwasher

2. Bead Seat Band 7. Wheel Retainer Lug 12. Nut 17. Bent Plate
3. Rim 8. Nut 13. Clamp 18. Hub
4. O-Ring 9. Cap Screw 14. Cap Screw
5. Side Flange 10. Flat Washer 15. Flatwasher

Installation REAR TIRES AND RIMS
NOTE: Remove all dirt and rust from mating parts If the studs in the rear wheel motor require replace-
before installing wheel assembly. ment, use a special tool and tighten studs to 540 ft
lbs (732 N·m) torque.
1. Using a tire handler, lift wheel into position on
wheel hub. Install wheel retainer lugs (7, Figure Removal
2-1) and lubricated nuts (8). Evenly tighten each
nut using the sequence shown in Figure 2-2 to 1. Park truck on level ground and block front
407 N·m (300 ft lbs) torque. wheels. Position a jack in recess of rear sus-
pension mount casting as shown in Figure 2-3.
2. Spin the wheel and check rim run-out. Maxi-
mum run-out is 5mm (0.20 in.). If run-out 2. Raise rear axle housing of truck until tires clear
exceeds specifications, then loosen all nuts and ground. Securely block up rear axle housing
re-tighten them evenly as shown in Figure 2-2. near the wheel motor mounting flange.
3. If run-out is OK, then tighten each nut using the 3. Disconnect inner wheel valve stem extension
sequence in Figure 2-2 to 746 N·m (550 ft lbs) from outer wheel valve stem vinyl clamp by
torque. loosening cap screws. Lift valve extension out
of vinyl clamp.
4. Connect the valve stem to the wheel hub.
4. Using a tire handler (or hoist and sling if body
5. Operate truck for one load and retighten wheel
has been removed as shown in Figure 2-4) to
nuts as specified in Step 3. Recheck nut torque
grasp outer wheel assembly. Remove wheel
daily (each 24 hours of operation) to insure
nuts (10, Figure 2-4) and wedges (11) securing
proper torque is maintained on each nut. Once
outer wheel to the wheel motor hub.
torque is maintained, daily checking is no longer
required. Check intermittently to insure torque is
maintained.
Use a strap or other means, to secure inner

wheel before removing outer wheel assembly.
This will prevent the accidental slipping of inner
wheel during this operation.
FIGURE 2-2. FRONT WHEEL TIGHTENING

SEQUENCE

5. Pull straight out on outer wheel assembly and
remove.
6. If inner wheel removal is necessary, remove
spacer (6, Figure 2-4) by pulling straight out and
removing from rear hub. (Refer to Figure 2-6.)
NOTE: Use care when removing spacer and inner

wheel so as not to damage tire inflation extension
tube.
7. Secure tire handler (or lifting device) to inner
wheel and pull straight out to remove from
wheel hub.
Installation
NOTE: Clean all mating surfaces before installing
wheel assembly.
1. Attach tire handler (or lifting device) to inner
dual and install inner dual onto wheel motor
hub. Use care not to damage tire inflation
extension line.
NOTE: During inner wheel installation be sure air
inflation line lays in channel on wheel hub assembly.
2. Using a lifting device, install spacer (6, Figure 2-
4) onto wheel motor hub. Tap spacer up against
FIGURE 2-3. TIRE LIFTING SLING
inner dual. Attach tire handler to outer dual and
(BODY REMOVED)
position onto wheel motor hub.
FIGURE 2-4. REAR WHEEL ASSEMBLY

1. Side Flange 5. Lock Ring 9. Clamp 12. Valve Extension Tube
2. Outer Wheel Rim 6. Spacer 10. Nut 13. Inner Wheel Rim
3. Bead Seat Band 7. Valve Cap 11. Wheel Retainer Wedge
4. O-Ring 8. Core

FIGURE 2-5. TIRE LIFTING SLING
(BODY REMOVED)
FIGURE 2-6. INNER TIRE REMOVAL AND

Due to its size and weight, always keep person-
INSTALLATION
nel away from a wheel assembly when it is being
removed and installed.
6. Secure inner and outer dual tire inflation lines to
NOTE: Be sure to position outer dual wheel so that bracket on outer rim. Tighten cap screws to
tire valve bracket aligns with inner wheel inflation standard torque.
line. 7. Install wheel cover. Remove blocks from under
truck and lower truck to the ground.
3. Install wedges onto studs and secure in place 8. Operate truck for one load and retighten wheel
with lubricated wheel nuts. Evenly tighten each nuts as specified in Step 6. Recheck nut torque
nut in an alternating (criss-cross) pattern as daily (each 24 hours of operation) to insure
shown in Figure 2-7) to 407 N·m (300 ft lbs) proper torque is maintained on each nut. Once
torque. torque is maintained, daily checking is no longer
required. Check intermittently to insure torque is
4. Spin the wheel and check rim run-out. Maxi-
maintained.
mum run-out is 5mm (0.20 in.). If run-out
exceeds specifications, then loosen all the nuts
and re-tighten them evenly as shown in Figure
2-7.
5. If run-out is OK, then tighten each nut as shown
in Figure 2-7 to 746 N·m (550 ft lbs) torque.

2. Attach a hydraulic bead breaker to the rim by
slipping the jaws of frame assembly over the
outer edge of flange (5, Figure 2-8). Make sure
the jaws of the frame are as far in on the flange
as possible.
3. Following tool manufacturers instructions, move
tire bead in far enough to permit placing a
wedge between tire and flange at side of tool.
4. Repeat this procedure at locations approxi-
mately 90° from the first application. Continue
this procedure until tire bead is free from rim.
5. After bead is broken loose, insert flat of tire tool
in beading notch on lockring (6, Figure 2-8). Pry
lockring up and out of groove on rim.
6. Pry in on bead seat band (2) until O-ring (4) is
exposed. Remove O-ring.
7. Remove bead seat band (2) from rim (3) and
remove flange (5).
FIGURE 2-7. REAR WHEEL TIGHTENING 8. Reposition wheel assembly and repeat removal
SEQUENCE procedure on opposite side of tire. Remove tire
from rim.
Rim And Tire Preparation

The first step in mounting radial off-road tires is to
RIM AND TIRE properly prepare the tire and rim assembly.
Tire Removal 1. Clean the rim base, bead seat band, and
flanges with a wire brush. Remove all paint from
knurling on bead seat band and back section.
DO NOT weld or apply heat on the rim assembly

with the tire mounted on the rim. Resulting gases
inside the tire may ignite causing explosion of
tire. Never weld or repair damaged rims.
When inflating tires always use a safety cage.
Never inflate a tire until the lockring is securely in 2. Check rim assembly for damage or corrosion.
place. Do not stand in front of, or over the lock- Replace any damaged or broken components.
ring during inflation procedures. Never overin- Verify that the rim does not have any burrs.
flate a tire. Refer to tire manufacturers
recommendations. 3. Apply rust inhibitor to any corrosion.
4. Clean the tire and bead area.
1. Place tire and wheel assembly in safety cage 5. Check for and remove any object(s) from the
and discharge all air pressure from tire. interior of the tire that could cause damage to
the tire.
6. Check the tire bead area and inner liner for
damage that would allow air to leak from the
tire. Replace or repair any tire with bead dam-
age.

Lubricants Tire Installation
The proper amount and type of lubricant is key to The preferred method for mounting tires is horizon-
successful mounting of radial off-road tires. tally and off of the truck, especially for initial tire
mounting on a new truck. For horizontal tire mount-
ing, a workman’s stand is recommended for working
inside the tire. Similar methods and precautions
should be used when mounting tires vertically, on the
For lubrication, use only water-based or vegeta-
truck.
ble-based lubricant. Lubricants should be of a
type that vaporize over time and not leave any
residue on the rim or tire surfaces.
NOTE: With each tire mounting, it is required that a
1. Paste lubricants should be diluted with water as new O-ring and a new air valve be installed.
per specific lubricant manufacturers recommen-
1. Before mounting tire to rim, remove all dirt and
dations.
rust from rim parts, particularly the O-ring
2. Only lubricate all parts on the rim that are in groove and bead seats. It is advisable to touch
contact with the bead sole area of the tire. up all metal parts with a good anti-rust paint to
prevent bare metal from being exposed to the
weather.
NOTE: Be careful not to apply lubricant in the O-ring
gutter.
3. When lubricating the tire bead, lubricant should
be sparingly applied to the tire bead surface
ONLY. The lubricant should be painted or
sprayed on uniformly without any lumps in the
paste or soap. The total amount of lubricant
applied per tire should not exceed 50 grams
(1.75 oz.).
FIGURE 2-8. FRONT WHEEL ASSEMBLY

1. Valve Assembly 6. Lock Ring 11. Lockwasher 16. Lockwasher
2. Bead Seat Band 7. Wheel Retainer Lug 12. Nut 17. Bent Plate
3. Rim 8. Nut 13. Clamp 18. Hub
4. O-Ring 9. Cap Screw 14. Cap Screw
5. Side Flange 10. Flatwasher 15. Flatwasher

NOTE: Do not allow paint, rust or other 6. Install outer flange (5, Figure 2-8) in position
contamination to cover mating faces of lockring (6) and replace bead seat band (2). Push in on
and rim (3). bead seat band to expose O-ring groove in rim.
7. Lubricate new O-ring (4) with soap solution and
install in groove of rim.
8. Install lockring (6) and tap into place with lead
Check to be sure that proper rim parts are used hammer. Lockring lug must fit into slot of
for reassembly. Use of incompatible parts may rim.
not properly secure the assembly resulting in
violently flying parts upon inflation 9. Remove valve core from valve stem and inflate
tire to seat beads of tire and O-ring as specified
by tire manufacturer.
2. If valve stem and spud assembly were
removed, reinstall in rim. Install valve stem
assembly onto rim and install spud assembly to
inside of rim. Tighten spud assembly to 4 N·m
(35 in. lbs) torque.
3. Adjust vinyl clamp and cap screw on valve stem Use a safety cage whenever possible. Stand to
and rim assembly. Tighten cap screw to stan- one side as tire is being inflated. Never start
dard torque. inflating unless lockring is securely in place. DO
NOT stand in front of or over lockring when
4. Install inner flange on rim. Coat beads of tire
inflating.
with tire mounting soap solution.
10. If beads of tire and O-ring do not seat within one
minute, raise tire slightly and tap bead seat
band. This will help the air pressure to push the
tire bead out into position.
11. As soon as seating has been accomplished,
install valve core and inflate tire to recom-
Prying against tire bead may cause damage to mended tire pressure.
tire bead and will cause air leaks.
12. Follow tire manufacturers recommendations
concerning tire bead seating procedures and
5. Position tire over rim and work tire on as far as final tire pressure setting for each application.
possible without prying against the beads. Any
damage to tire bead will destroy air seal and
cause air leaks at these points.

SECTION G3
FRONT WHEEL HUB AND SPINDLES
INDEX
FRONT WHEEL HUB AND SPINDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
WHEEL HUB AND SPINDLE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-3
Spindle Pusher Tool Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-9
Wheel Bearing Adjustment (Tire Removed) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Wheel Bearing Adjustment (Tire mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
OIL SAMPLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-13

Oil Sampling Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
OIL DRAIN AND REFILL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-14
STEERING CYLINDERS AND TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15

Spherical Bearing Wear Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-16
Bearing Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-16
TOE-IN ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-18
G03029 Front Wheel Hub and Spindle G3-1

NOTES:
G3-2 Front Wheel Hub and Spindle G03029

FRONT WHEEL HUB AND SPINDLE
WHEEL HUB AND SPINDLE ASSEMBLY
Removal
The following instructions will cover the complete
removal, installation, disassembly, assembly and
bearing adjustment of front wheel hub and spindle. If
only brake service is to be performed, refer to Sec-
tion "J", "Brake Circuit".
Do not loosen or disconnect any hydraulic brake

line or component until engine is stopped, key
switch is turned OFF for 90 seconds and drain
valves on brake accumulators are opened.
For ease of handling, refer to the "Front Tire and Rim
Removal" instructions to remove front tire and rim FIGURE 3-1. BRAKE SUPPLY LINES
assembly. 1. Brake Supply Line 4. Lubrication (Grease)
1. Bleed down the steering accumulator by shut- 2. Junction Block Supply Lines
ting down the engine and turn the key switch 3. Caliper Supply Lines
OFF for at least 90 seconds. Open drain valves
at the bottom of each of the brake system accu- 3. Remove any grease lines being used for a
mulators. Allow adequate time for the accumu- group lube or automatic lube system for the
lators to bleed down. steering cylinder and tie rod. Cap all lines.
2. Disconnect brake lines leading to each caliper 4. Remove cap screws and washers securing
and main brake supply line (1, Figure 3-1) at the brake line junction block (2), and main brake
junction block. Plug or cap all lines to prevent supply line (1) from spindle assembly. Plug or
contamination of the hydraulic system. cap all lines to prevent contamination of the
hydraulic system.
5. If internal work is to be performed, remove hub
drain plug (24, Figure 3-5) and allow oil to drain.
6. Remove lubrication lines from tie rod and steer-
ing cylinder. Disconnect tie rod and steering cyl-
inder rod from spindle being removed. Refer to
"Steering Cylinder and Tie Rod Removal" in this
section.
7. Position a fork lift under the wheel hub and
spindle assembly as shown in Figure 3-4.

8. Remove cap screws (1, Figure 3-2) securing Spindle Pusher Tool Usage
retainer plate (2) to spindle structure and sus-
pension. Loosen cap screws in torque incre-
ments of 678 N·m (500 ft lbs). Remove retainer
plate.
9. Carefully remove 13 of the steering arm cap Heavy structures and high forces are involved in
screws (5) as follows: this procedure. Use caution at all times when
applying force to these parts. Sudden release of
a. Identify cap screws designated with an "X"
the spindle could cause components to move
on the spindle pusher fabrication drawing
forcefully and unexpectedly.
shown in Section "M", Options and Special
Tools. Refer to Section "M", Options & Special Tools for
b. Remove the cap screws identified in step a, dimensions for fabricating the spindle pusher tool
loosening them in small increments in a cir- and the cap screws and washers required. Multiple
cular pattern. flatwashers may be required under the cap screws to
be effective.
Note: Hardened flat washers must be used under the
pusher cap screws to prevent galling. Lubricate cap
screw threads and washers with a lubricant such as
DO NOT remove the cap screws in one step with chassis lube.
an air wrench. Revolve around the circular pat-
tern at least 3 times, gradually loosening the cap 1. Install pusher tool as shown in Figure 3-3. using
screws during each revolution. the cap screws (1) and washers (2) specified
below:
Cap Screw P/N KC7095 . . . . . . . . . . . . . 1.25 x 8 in.
Min. thread engagement . . . . . . . . . . . . . 1.62 in.
Washer P/N WA0366 . . . . . . . . . . . . . . . . 1.25 in.
Note: Verify minimum thread engagement on pusher
cap screws when inserted.
FIGURE 3-2. WHEEL HUB & SPINDLE REMOVAL

1. Cap Screws 4. Spindle Steering Arm
2. Retainer Plate 5. Retaining Cap Screws
3. Spindle
10. Run the proper size tap into the threaded holes
to ensure good, quality threads.
11. Install spindle pusher tool and remove spindle
as described below. FIGURE 3-3. PUSHER TOOL INSTALLATION
1. Cap Screw 4. Steering Arm
2. Washer 5. Spindle
3. Pusher Tool 6. Suspension Piston

2. After the tool has been installed, progressively
increase the torque on the cap screws in a cir-
cular pattern until the tapered piston breaks
loose, or until the maximum specified torque on
the cap screws of 2142 N·m (1580 ft lbs) is
reached.
3. If the specified torque is reached and the
tapered piston has not broken free, slightly
loosen the cap screws and apply heat to two
places, 180° apart, on the spindle. The satu-
rated temperature of the spindle must not
exceed 454° C (850° F).
Heating the spindle in excess of 454° C (850° F)

may cause serious damage to the spindle.
4. Tighten the cap screws again to the maximum
specified torque as described in step 2.
5. Using a large hammer and heat at the specified
locations, carefully tap on the top surface of the
spindle until the piston breaks free.
Note: In extreme cases, it may be necessary to
remove additional steering arm retaining cap screws FIGURE 3-4. SPINDLE ANE WHEEL HUB
and use additional pusher cap screws to apply more REMOVAL
force.
6. With a fork lift supporting the hub and spindle
assembly as shown in Figure 3-4, move to
clean work area for repair. Installation
1. Clean spindle bore and suspension rod taper so
they are free of all rust, dirt, etc. Clean and
check the tapped holes in bottom of Hydrair®
piston for damaged threads. Retap holes, if
necessary, with 1.250 in. - 12NF tap.
2. Lubricate spindle bore and suspension rod
taper with multi-purpose grease Number 2 with
3% Molybdenum Disulphide.
NOTE: Never use any lubricants on the spindle bore
containing copper, such as many “anti’-seize”
compounds. Products containing copper will
contribute to corrosion in this area.

3. Position spindle and wheel hub assembly on 9. Rotate the wheel hub to position the fill plug at
fork lift or similar lifting device as shown in Fig- the 12 o'clock position. Remove the fill plug and
ure 3-4. level plug. Fill wheel hub assembly at fill hole
4. Raise the spindle and wheel hub assembly into with SAE 80W-90 oil. When properly filled, oil
position. should be present at the level (lower) hole.
Replace fill and level plugs.
5. Secure spindle to suspension using retainer
plate (2, Figure 3-2) and cap screws (1). 10. Install wheel speed sensor harness securely
Tighten cap screws using the following proce- with mounting clamps. Connect harness to
dure: wheel speed sensor.
a. Tighten cap screws (1) uniformly to 678 N·m 11. Install junction block with the spacer, cap
(500 ft lbs) torque. screws, and flat washers.
b. Continue to tighten cap screws in increments 12. Attach supply lines to brake calipers and con-
of 339 N·m (250 ft lbs) to obtain a final nect main supply lines to connection on frame.
torque of 2142 N·m (1580 ft lbs). 13. Bleed brakes according to Bleeding Brakes,
6. If removed, install steering arm (4, Figure 3-2). Section "J".
Before installing steering arm, clean and check
14. Install wheel and tires as described in "Front
the tapped holes in bottom of spindle for dam-
Wheel and Tire Installation".
aged threads. Retap holes, if necessary.
Steering arm threads . . . . . .1.25 in. - 12NF tap
7. Install cap screws (5) and tighten to 2705 ± 135
N·m (1995 ± 200 ft lbs).
8. Install steering cylinder and tie rod in their
respective mounting holes on the spindle.
Tighten retaining nuts to 712 ± 71 N·m (525 ±
52 ft lbs) torque. Connect lubrication lines.

FIGURE 3-5. SPINDLE AND WHEEL HUB ASSEMBLY
1. Hub 10. O-Ring 19. Cone

2. Capscrews & Lockwashers 11. Cup 20. Cup
3. Cover 12. Disc Brake 21. Capscrew & Flatwasher
4. Oil Fill Plug 13. Brake Support 22. Capscrew & Flatwasher
5. Capscrews & Flatwashers 14. Capscrew, Flatwasher, & Nut 23. Brake Disc
6. Oil Level Sight Gauge 15. Capscrew & Flatwasher 24. Oil Drain Plug
7. Shims 16. Seal Assembly 25. Bearing Pin, Outboard
8. Bearing Retainer 17. Spindle 26. Bearing Pin, Inboard
9. Cone 18. Spacer 27. Relief Valve

Disassembly 8. Remove face seal, bearing cone (19), and
spacer (18) from spindle.
Note: The preferred method for rebuilding the front
wheel hub and spindle assembly is to remove these 9. If brake disc replacement is required, attach a
components as a complete unit, then support the lifting device to the brake disc (1, Figure 3-6),
assemblies in a fabricated rebuild fixture, allowing remove cap screws (2), and lift and brake disc
disassembly and reassembly with the axis of the from hub (3).
spindle positioned vertically. If repairs are made with 10. If brake support replacement is necessary,
spindle installed on truck, be certain to observe remove cap screws and flatwashers (21, Figure
CAUTION statement below. 3-5) and remove support (13).
1. Remove wheel hub and spindle as a complete
assembly as covered in "Removal".
2. To aid in complete disassembly of wheel hub
and spindle assembly, support assembly in a
vertical position using a fabricated spindle
stand.
3. Remove brake calipers from support as outlined
in Section "J", Brakes.
4. Remove cap screws & lockwashers (2, Figure
3-5) and cover (3).
5. Remove O-ring (10) from cover.
6. Remove cap screws & flat washers (5), bearing
retainer plate (8), and shims (7).
7. Attach a lifting device to the wheel hub and
carefully lift it straight up and off the spindle.
Remove outboard bearing cup (10) and cone FIGURE 3-6. BRAKE DISC REMOVAL
(9). 1. Brake Disc 3. Wheel Hub
2. Cap Screws & Flatwash-
ers
If disassembly of the wheel hub is accomplished

while on the truck, the outboard bearing cone
should be supported during wheel hub removal
to prevent cone from dropping and being dam-
aged.
1. Clean all metal parts in fresh cleaning solvent.
NOTE: Half of the face seal (16) will remain in the
bore of the hub. Do not remove seal unless 2. Replace any worn or damaged parts.
replacement is required. Use extreme caution when 3. Replace O-rings and face seals if worn or dam-
handling face seals. Seals must be replaced in a aged.
matched set. If one seal is damaged, both seals 4. Inspect wheel hub and spindle for damage.
must be replaced. 5. Check all lips and cavities in spindle and wheel
hub for nicks or tool marks that may damage
the rubber seal ring on the face seals.

Assembly c. Check seal seat retaining lip for rough tool
marks or nicks. Smooth any nicks and re-
1. If removed, install brake support, (13, Figure 3-
clean.
5) to the spindle (17).
2. Align the brake support so the center line of one d. Install rubber sealing ring so it seats uni-
of the brake head mounting surfaces is above formly in the relief of seal. Be sure that it
the horizontal center line, and in line with the rests uniformly against the retaining lip.
vertical center line of the tapered bore on the e. Using seal installation tool, install the floating
inboard end of the spindle. The completely ring seal assembly in the seal seat. The
machined side of brake support plate should depth around the circumference of the seal
face the outboard end. should be uniform.
3. Lubricate underside of cap screw (21) heads f. Before assembling wheel hub and spindle,
and threads with multi-purpose grease Number wipe the seal faces with lint-free cloth to
2 with 5% Molybdenum Disulphide. Install cap remove any foreign material and fingerprints.
screws and flat washers and tighten to 2007
N·m (1,480 ft lbs) torque. g. Place a few drops of light oil on a clean cloth
and completely coat the sealing faces of
NOTE: The mating surfaces between the spindle and seals.
the brake caliper support must be clean and dry, and Do not allow oil to contact the rubber sealing ring
with no excess cap screw lubricant on these or its seats.
surfaces.
4. Install spacer (18). If necessary, tap lightly to

seat spacer against spindle. Spacer must fit
tightly against spindle shoulder.
5. Check that inner bearing cone (19) is a slip fit
on spindle (17), then remove. Install pin (26)
into slot on spindle and install inner bearing
cone (19) on spindle (17) over pin (26) and tight
against spacer (18).
NOTE: Cone is a loose fit on the spindle.
6. Install one half of seal assembly (16) on spindle
(17) using seal installation tool, TY2150 (Figure
3-7) and soft tipped mallet. For proper installa- FIGURE 3-7. INBOARD SEAL INSTALLATION
tion, use the following instructions:
1. Seal Installation Tool 2. Spindle
a. Handle all parts with care to avoid damaging (TY2150)
critical areas. The sealing face of seal must
not be nicked or scratched.
b. Remove all oil and protective coating from
seal and from the seal seat using nonflam- NOTE: To assure bearing lubrication during initial
mable cleaning solvent, make certain all sur- operation lightly lubricate the bearings with SAE
faces are absolutely dry. 80W-90 oil.

7. If removed, install disc (1, Figure 3-6) on the 13. Install outboard pin (25, Figure 3-5) into slot on
wheel hub using cap screws and flat washers spindle (17) and install inner bearing cone (9)
(2). Lubricate the underside of cap screw (2) on spindle over pin (25).
heads and threads with multi-purpose grease 14. Refer to Wheel Bearing Adjustment for final
Number 2 with 5% Molybdenum Disulphide. assembly.
Tighten cap screws to 2007 N·m (1,480 ft lbs)
torque. 15. After the wheel bearings are adjusted, install
wheel speed sensor bracket. Install wheel
NOTE: The mating surfaces between the spindle and speed sensor in bracket.
the brake disc must be clean and dry, and with no
excess cap screw lubricant on these surfaces. 16. Position wheel speed sensor to 0.5 - 1.5 mm
(0.02 - 0.06 in.) gap between sensor tip and
gear. Connect wire harness to sensor.
8. Using eight cap screws, washers and spacers,
install the wheel speed gear to the wheel hub.
Tighten cap screws same as in Step 7.
9. Install bearing cups (11 & 20 Figure 3-5) in the
wheel hub (1) as follows:
a. Preshrink cups by packing them in dry ice, or
by placing then in a deep-freeze unit.
NOTE: Do not cool below -54° C (-65° F).
b. Install cups in wheel hub bores.
c. After cups have warmed to ambient temper-
ature, press the cups tight against hub shoul-
der as follows:
1.) Inner Cup (20) - Apply 133,450 N
(30,000 lbs) force.
2.) Outer Cup (10) - Apply 102,300 N
(23,000 lbs) force.
10. Install the other half of the seal assembly (16) in
the hub using installation tool (TY2150) and soft
tipped mallet. Follow procedure outlined in step
6.
11. Check bearing cone (9) for free fit on the spindle
(17), then remove.
12. Referring to Figure 3-8, lift the hub and carefully
lower it down over the spindle. To aid installa-
tion and to prevent damaging the seal, the spin-
dle and hub should be level.
NOTE: All parts must be in place before wheel hub
(1) is installed.
FIGURE 3-8. WHEEL HUB INSTALLATION
1. Support Chains 3. Fabricated Support
2. Wheel Hub Stand

Wheel Bearing Adjustment (Tire Removed) 8. Assemble a shim pack to equal the dimension
in step 6 within 0.025 mm (0.001 in.).
1. Install bearing retainer (1, Figure 3-9), without
shims, with the thickness dimension stamp fac- NOTE: The above procedure results in a shim pack
ing toward the outside. Install all six cap screws which will provide a 0.178 mm (0.007 in.) nominal
(2) with flat washers. Tighten cap screws alter- preload for the bearings.
nately using the following procedure:
a. Tighten all cap screws to 135 N·m (100 ft Shim pack must be compressed when measuring
lbs) torque, while rotating hub (3 revolutions to obtain an accurate measurement.
min). 9. Remove cap screws and retainer. Install shim
pack and then re-install retainer, all cap screws,
b. Increase torque to 339 N·m (250 ft lbs)
and hardened washers.
torque, while rotating hub (3 revolutions
min). 10. In successive increments of 339 N·m (250 ft
lbs) torque, while rotating the hub (3 revolutions
c. Repeat step b. above until the torque on all
min), tighten cap screws alternately to 1017 ±
cap screws is maintained.
102 N·m (750 ± 75 ft lbs) final torque.
2. Loosen all six cap screws until the flat washers
are free. Rotate wheel hub (3 revolutions min).
3. Then select two cap screws 180° apart, and
adjacent to the 13 mm (0.50 in.) diameter depth
measurement holes (refer to Figure 3-9).
Tighten the two cap screws to 81 N·m (60 ft
lbs) torque, while rotating the wheel hub (3 rev-
olutions min). Tighten the two cap screws again
to 81 N·m (60 ft lbs) torque.
4. Tighten the same two cap screws to 149 N·m
(110 ft lbs) torque, while rotating the hub (3 rev-
olutions min).
5. Using a depth micrometer, measure and record
the depth to the end of the spindle from the face
of the retainer plate (1) through each of the two
holes (3) in the retainer plate (adjacent to the
cap screws tightened in step 2).
6. Add the two dimensions measured in step 4
and divide the total by 2 to obtain an averaged
depth dimension.
7. Subtract the dimension stamped on the face of
the retainer plate from the average depth estab-
lished in step 5. FIGURE 3-9. BEARING ADJUSTMENT
1. Retainer Plate 3. Depth Measurement
2. Cap Screws Hole
11. Using a new O-ring (10, Figure 3-5), install

cover (3). Install cap screws and washers (2)
and tighten cap screws to standard torque.
12. Install hub and spindle assembly and add oil per
instructions in Front Wheel Hub Installation.

Wheel Bearing Adjustment (Tire mounted) 10. Tighten retainer cap screws alternately using
The following procedure covers adjustment of front
wheel bearings while the tire and rim, hub, and spin- a. Tighten all cap screws to 81 N·m (60 ft lbs)
dle are installed on the truck. torque while rotating the hub.
1. Park truck in a level area. b. Increase torque on all cap screws to 163
2. Apply the parking brake and block wheels to N·m (120 ft lbs) while rotating hub.
prevent movement. c. Increase torque on all cap screwcap screws
3. Lift the truck until the tire of the wheel being to 244 N·m (180 ft lbs) while rotating hub.
adjusted is off the ground. Place blocking d. Increase torque on all cap screws to 325
securely under truck frame. N·m (240 ft lbs) while rotating hub.
NOTE: The placement of binder chains (2 & 3, e. Increase torque on all cap screws to 339
Figure 3-10) is necessary anytime that the N·m (250 ft lbs) while rotating hub.
retainer plate (8, Figure 3-3) is removed in the
following procedure. These binders must be tight
enough to prevent the wheel hub from moving
out and dislocating the floating seal assembly
(16). An additional chain (1, Figure 3-10) may be
installed to prevent full extension of the
suspension cylinder when the truck is raised off
the ground.
4. Wrap a chain and chain binder (2, Figure 3-10)
around the top half of the tire. Secure chain
through the frame. Chain should be tightened
enough to prevent movement during bearing
adjustment procedure when the retainer plate is
removed.
5. Install another chain (3) around the bottom half
of the tire and tighten enough to prevent move- FIGURE 3-10. WHEEL SUPPORT CHAIN
ment during bearing adjustment procedure. INSTALLATION
6. Drain oil at wheel hub drain plug (24, Figure 3-
5). Remove cover (3). 1. Suspension Support 2. Chain & Binder
Chain 3. Chain & Binder
7. Remove cap screws (5), retainer plate (8), and
shims (7).
8. Reinstall retainer plate (with the thickness
dimension stamp facing toward the outside), 11. Loosen all six cap screws just enough until the
cap screws, and hardened washers. Do not flat washers are loose enough to turn (approxi-
install shims. mately 1/2 turn) to allow some movement of the
bearing race to release the preload. Rotate the
9. Remove tire retaining chains (2 & 3, Figure 3-
wheel hub a minimum of three revolutions.
10).

12. Tighten two cap screws 180° apart and adjacent 22. Tighten all cap screws alternately to 1017 ± 102
to the 13 mm (0.50 in.) diameter depth mea- N·m (750 ± 75 ft lbs) torque in several succes-
surement holes (3) to 81 N·m (60 ft lbs). Some sive increments while rotating the hub.
movement of the retainer and bearing race 23. Using a new O-ring (10, Figure 3-5), install
must be observed. If no movement is observed, cover (3). Install cap screws and washers (2)
repeat Step 11. Then rotate the wheel hub a and tighten to standard torque.
minimum of three revolutions.
24. Rotate the wheel hub to position the fill plug (4,
13. Tighten the same two cap screws to 149 N·m
Figure 3-5) at the 12 o'clock position. Remove
(110 ft lbs) while rotating the hub.
the fill plug and level plug (6). Fill wheel hub
14. Using a depth micrometer, measure and record assembly at fill hole with SAE 80W-90 oil. When
the depth to the end of the spindle from the face properly filled, oil should be present at the level
of the retainer plate through each of the two (lower) hole. Replace fill and level plugs.
holes in the retainer plate adjacent to the cap 25. Remove suspension support chain (1, Figure 3-
screws tightened in step 12. 10) if installed, and all cribbing. Lower truck
15. Add the two depth dimensions measured in step chassis so tire is on the ground.
13 and divide the total by 2, to obtain an aver-
aged depth dimension.
Record average Depth (da):______________
16. Subtract the dimension stamped on the face of OIL SAMPLING PROCEDURE
the retainer plate from the averaged depth
The front wheel bearings must be removed and
above to determine the required shim pack.
inspected every 5,000 hours.
ave. Depth(da) - plate Thickness(tp)=Shim Pack
However, Komatsu will now allow the use of sched-
da - tp = _______________ Shim Pack uled oil sampling as an alternate method of monitor-
ing the front wheel bearings. Customers using this
NOTE: The above procedure results in a shim pack method must check the condition of the oil at regular
which will provide a nominal 0.178 mm (0.007 in.) intervals. A history of these inspections must also be
preload for the bearings. maintained, and reviewed after each oil sample. This
17. Assemble a shim pack equal to the dimension review is an important part of the oil sampling pro-
established in step 16 within 0.03 mm (0.001 cess, as it identifies trends and/or significant
in.). changes in the condition of the oil, which are indica-
tive of a pending bearing problem.
NOTE: Shim pack must be compressed when
measuring. Customers that use the oil sampling method of moni-
toring the wheel bearings will not be required to per-
18. Reinstall tire support chains (2 & 3, Figure 3- form the 5,000 hour disassembly and inspection of
10). the front wheel bearings until a problem is identified
19. Remove cap screws and retainer. in the oil samples.
20. Install shim pack and reinstall retainer, cap The oil sampling method requires a magnetic drain
screws, and hardened washers. plug in the wheel hub cover. If needed, order and
21. Remove tire support chains (2 & 3, Figure 3- install magnetic drain plug (R2491) to replace the
10). standard drain plug (H6881) in the front wheel hubs.

Oil Sampling Guidelines If any of the following conditions appear, an inspec-
tion or adjustment of the front wheel bearings is
1. Inspect the magnetic drain plug for contamina-
required:
tion every 250 hours.
2. Sample the oil from each wheel hub every 500 • The amount of metal found on the magnetic plug
hours. Record the oil sample results and com- is high. (The magnetic plug will attract metal from
pare with previous results. the oil. A failure is indicated by an increased
amount of metal on the magnetic plug).
3. Change the oil in the front wheel hubs every
2500 hours. • External oil leaks around the front hub and
spindle area.
4. Wait 50 hours after an oil change or any major
repair before taking the next oil sample. • A sudden increase in the size of any particle
count in the oil sample, and/or if the nickel
5. Shorten the oil sampling interval when any of
concentration has increased in the oil sample. (A
the readings begin to show abnormal increases sudden increase in the size of any particle count
of contamination. in a oil sample can indicate a possible bearing
If a definite trend of increased metal particles is failure.)
showing up in the oil samples, remove the front • If the front wheel bearings show obvious
wheels and inspect the bearings. Replace the bear- symptoms of failure, disassembly and inspection
ings if necessary. of the front wheel bearings is required.
Procedure
1. The truck must have been in operation for at
least one hour prior to taking an oil sample to
ensure that all contaminants are in suspension. OIL DRAIN AND REFILL PROCEDURE
2. Take the oil sample within five minutes of stop- 1. Position the drain plug at the lowest position.
ping the truck. Remove the drain plug and drain the oil from
the front wheel hub. Inspect and reinstall the
3. Clean the area around the magnetic plug before drain plug.
removing the plug.
2. If necessary, rotate the wheel hub to position
4. Obtain the oil sample at the lowest point possi- the fill plug at 12 o’clock.
ble inside the wheel hub.
3. Remove the fill plug.
5. Complete the oil sample form immediately and
submit it with the oil sample for analysis. 4. Fill wheel hub assembly with SAE 80W-90 oil.
5. When properly filled, the floating ball in the sight
NOTE: For more information regarding oil sampling, gauge will be at its highest position.
refer to the Komatsu Oil Wear Analysis (KOWA)
manual. 6. Replace the fill plug.
NOTE: The oil may need to be changed more
frequently, depending on mine conditions and the
results of the oil sample tests.

STEERING CYLINDERS AND TIE ROD If premature wear of the bearings is evident, check
the automatic lubrication system to ensure the proper
The steering cylinders and tie rod are mounted in the
amount of lubrication is being received at the joint(s)
same manner. The removal and installation instruc-
in question. If lubrication is done manually, ensure
tions are applicable to both.
that a sufficient amount of grease is being applied on
Spherical Bearing Wear Limits a regular basis. Refer to Section P, Lubrication and
Service, for information on proper lubrication inter-
It is necessary to determine the condition of spherical vals.
bearings on steering linkage components for opti-
mum steering performance. Ball diameter new
dimensions and maximum allowable wear specifica-
tions are listed in Table 1. Bearings that exceed the
maximum wear limits must be replaced.
FIGURE 3-11. SPHERICAL BEARING WEAR LIMITS
1. Outer Race 3. Pin

2. Ball 4. Housing

It is also important to ensure that steering linkage 3. Remove locknuts (9, Figure 3-12) cap screws,
components are tightened to the proper torque. Use (3) and retainers (6 or 7) from both ends of
the proper torque specifications listed in this section assembly.
for steering linkage components. 4. Remove pins (4 or 5) from each end of assem-
bly and move assembly to clean work area.
Bearing spacers (10) will be free when pin is
removed. Ensure bearing spacers do not
drop out and become damaged when
Use extreme caution when performing mainte- removing pin.
nance on any vehicle with an active steering sys-
tem. Serious injury or death can result from
contact with moving parts. Always keep a safe Installation
distance from crush points.
1. Align bearing spacers (10) and rod end (15)
with pin bores on spindle and frame.
2. Install pins (4 or 5), cap screws (3) and retain-
TABLE 1. STEERING SPHERICAL BEARING ers (6 or 7) and secure with locknut (9). Tighten
WEAR SPECIFICATIONS to 712 N·m (525 ft lbs) torque.
Spherical Bearing Ball 91.19 mm 3. Connect grease lines to their respective ports.
Diameter (New) (3.59 in.) Operate steering and check for leaks and
proper operation.
1.01 mm
Maximum Allowable Wear NOTE: Tie rod is to be installed with clamping bolts
(0.040 in.)
toward the rear of the truck.
Bearing Replacement
Removal 1. Remove cap screws (2, Figure 3-13) and lock-
1. With engine shut down and key switch OFF, washers (3). Remove bearing retainer (4).
allow at least 90 seconds for the accumulator to 2. Press bearing (1) out of bore in steering cylin-
bleed down. Turn the steering wheel to make der or tie rod end.
sure no hydraulic pressure is present. Block 3. Press new bearing into bore.
front and back of rear wheels.
4. Install bearing retainers with cap screws and
2. Disconnect hydraulic lines at the steering cylin- lockwashers. Tighten cap screws to standard
ders. Plug all line connections and cylinder torque.
ports to prevent contamination of hydraulic sys-
tem.

FIGURE 3-12.STEERING CYLINDER AND TIE ROD INSTALLATION
1. Tie Rod Assembly 6. Retainer 11. Bearing Retainer 16. Tie Rod Assembly
2. Steering Cylinder 7. Retainer 12. Cap Screw 17. Cap Screw
3. Cap Screw 8. Hardened Washer 13. Lockwasher 18. Locknut
4. Pin 9. Locknut 14. Bearing 19. Main Frame Mount
5. Pin 10. Bearing Spacer 15. Tie Rod End
FIGURE 3-13.STEERING CYLINDER

1. Bearing 3. Lockwasher
2. Cap Screw 4. Bearing Retainer
5. Rod End

TOE-IN ADJUSTMENT
1. The steering system must first be centered in
the straight ahead position. Shut down engine
and turn key switch OFF, and allow at least 90
seconds for the accumulator to bleed down.
DO NOT turn steering wheel.
Block front and back of rear wheels.
2. Check toe-in by measuring the distance
between the centers of the front tires. These
measurements should be taken on a horizontal
center line at front and rear of tires. Refer to
Figure 3-14.
3. The front measurement should be 1.9 ± 0.6 mm
(0.75 ± 0.25 in.) less than rear measurement for
bias-ply tires. Radial tires and undesignated
tires should have equal measurements (zero
toe-in).
4. For trucks with an adjustable rod end at only
one end of the tie-rod, remove tie rod pin from
spindle at adjustable end according to the
instructions in "Steering Cylinders and Tie Rod, FIGURE 3-14.MEASURING TOE-IN
Removal".
NOTE: For trucks with adjustable rod ends at both
ends of the tie-rod, pin removal is not necessary.
830E Toe-In Data cm (in.)

5. Loosen clamp nuts (18, Figure 3-12) on tie-rod
and adjust as necessary. Nominal Tie-rod Length, 365.76
Radial Tires, "0" Toe-in Loaded (144.00)
a. For trucks with an adjustable rod end at only
one end of the tie-rod, adjust length by turn-
ing rod end "in" or "out". When dimension Nominal Tie-rod Length, 366.50
required is attained, rotate the rod end to Bias Ply Tires, "0.75" Toe-in Loaded (144.29)
align the bearing bore with the bearing bore
on the opposite end. Reinstall pin at spindle Change In Toe-in
according to the instructions in "Steering Cyl- From Loaded to Empty 0
inders and Tie Rod, Installation".
b. For trucks with adjustable rod ends at both Change In Toe-in Length with: 0.833
ends of the tie-rod, rotate tie-rod to obtain One Full Turn Of One Rod-end (0.328)
the required dimension.
See chart under Figure 3-14 for "Toe-in Data" Change In Toe-in Length with: 1.666
One Full Turn Of Double End Tie Rod (0.656)
6. Tighten clamp nuts on tie rod to 420 N·m (310 ft
lbs) torque.
NOTE: In order to obtain proper torque, castellated
nuts and cotter pins may be replaced with self-
locking nuts.
7. Install lubrication line(s) to pin ends.

8. Remove blocks from rear wheels.

SECTION G
REAR AXLE HOUSING ATTACHMENT
INDEX
REAR AXLE HOUSING ATTACHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT PIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
PIVOT EYE BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-4
PIVOT EYE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-5
ANTI-SWAY BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
G04022 Rear Axle Housing Attachment G4-1

NOTES:
G4-2 Rear Axle Housing Attachment G04022

REAR AXLE HOUSING ATTACHMENT
PIVOT PIN Installation
Removal 1. Raise pivot eye into position.

2. Be certain spherical bearing inner race (7) is
1. Park truck on firm, level surface and block front
aligned. Install spacers (5, Figure 4-1) and pin
and rear side of all tires.
(6).
3. Line up cap screw holes in pin with cap screw
holes in retainer plate (2). Install cap screws (4).
4. Rotate pin and retainer plate to align cap screw
Truck body must be empty and down against holes in frame mounting structure.
frame before attempting this procedure. a. Install cap screws and lockwashers (3).
2. Release all brakes. b. Tighten cap screws (3) to 170 N-m (125 ft
3. Charge rear suspensions with nitrogen until pis- lbs) torque.
tons are fully extended. c. Tighten cap screws (4) to 2325 N-m (1715 ft
4. Place blocks or stands under each frame mem- lbs) torque.
ber beneath the hoist cylinders.
Blocks must be securely in place before lowering

the frame. Check blocks on wheels to make sure
they are in place.
5. Release nitrogen out of front suspensions.
6. Release nitrogen out of rear suspensions.
7. Place a jack below the pivot pin to control any
downward movement when the pin is removed.
8. Disconnect pin lube line. Remove ground wire
between pivot structure and frame.
9. Remove cap screw and lockwasher (3, Figure
4-1). Remove cap screws (4). Remove retainer
plate (2).
10. Install puller using tapped holes in head of pin.
Remove pin (6).
NOTE 1: Placement of a jack between mounting FIGURE 4-1. PIVOT PIN INSTALLATION
structure and pivot eye may be necessary to push
1. Mounting Structure 6. Pivot Pin
the pivot eye down away from frame structure. Pivot
2. Retainer Plate 7. Bearing
eye may also need to be moved to one side to clear
3. Retainer Cap Screw & 8. Bearing Retainer
welded spacer.
Lockwasher 9. Pivot Eye Structure
NOTE 2: If the bore for the Pivot Pin (6, Figure 4-1) in 4. Cap Screw (12pt. - G9) 10. Bearing Carrier
the Mounting Structure (1, Retainer Plate side) has & Hardened Flat- 11. Cap Screw (12pt. - G9
been damaged, a rework procedure to install a washer 12. Locknut
sleeve is available. The rework drawing, EG4670, is 5. Bearing Spacer
available in AK4952 Nose Cone Repair Kit.

5. Install ground wire and lubrication line. Pressur- Assembly
ize lube line to assure bearing receives grease. 1. Setup an appropriate tool to press spherical
6. Charge front suspension as described in Oiling bearing (4, Figure 4-2) into bearing carrier (13).
and Charging Procedure, Section H. Be sure bearing outer race is flush with bearing
7. Charge rear suspensions with nitrogen to fully carrier sides.
extend pistons. 2. Install bearing retainers (2) with cap screws (5)
8. Remove blocks or stands from beneath the and locknuts (6). Tighten cap screws to 488
frame. N-m (360 ft lbs) torque.
9. Release nitrogen from rear suspensions and
charge suspensions according to procedure in
Oiling and Charging Procedure, Section H.
Before removing blocks from the wheels, make

sure parking brake is applied.
10. Remove blocks from wheels.
PIVOT EYE BEARING

Disassembly
1. Remove locknuts (6, Figure 4-2) and cap
screws (5) and bearing retainers (2).
2. Remove spherical bearing (4) from bearing car-
rier (3).
3. Inspect all parts for wear or damage. Replace
parts showing excessive wear or damage.
Spherical Bearing Outer Race O.D.:
222.25 - 222.22 mm(8.75.00 - 8.7488 in.)
Bearing Bore I.D.:
152.37 - 152.40 mm (5.9990 - 6.0000 in.)
If bearing carrier (3) is damaged or worn, refer
to Pivot Eye Repair.
FIGURE 4-2. PIVOT EYE BEARING INSTALLATION
1. Pivot Eye Structure 4. Bearing

2. Bearing Retainer 5. Cap Screw (G9)
3. Bearing Carrier 6. Locknut

PIVOT EYE REPAIR Disassembly
If damage occurs to the pivot eye (4, Figure 4-3), it 1. Remove spherical bearing (4, Figure 4-2) as
may be necessary to remove it from the rear axle described in Pivot Eye Bearing, Disassembly.
structure (1) to facilitate repair and bearing replace- 2. If bearing carrier (3) is damaged or worn, setup
ment. an appropriate tool to press bearing carrier out
of the pivot eye structure bore.
Removal
Bearing Carrier (new):
To remove the axle housing pivot eye:
I.D. 222.209 ± 0.013 mm (8.7484 ± 0.0005 in.)
1. Follow all the preceeding instructions for Pivot
Pin Removal. O.D. 247.701 ± 0.013 mm (9.7520 ± 0.0005 in.)
3. Inspect pivot eye structure bore for excessive
NOTE: Be certain axle housing (1) and wheels are wear or damage.
blocked securely!
Pivot Eye Bore (new):
2. Attach a lifting device to the pivot eye (4).
247.650 ± 0.013 mm (9.7500 ± 0.0005 in.)
3. Remove cap screws (2) and flatwashers (3).
Remove pivot eye to work area.
Installation
1. Be certain mating surfaces of axle housing (1, Assembly
Figure 4-3), and pivot eye (4) are clean and not 1. Setup an appropriate tool to press bearing car-
damaged. rier (3, Figure 4-2) into the bore of the pivot eye
2. Lift pivot eye into position on front of axle hous- structure (1). Be certain the bearing carrier is
ing. Insert several cap screws (2) and flatwash- pressed fully into the pivot eye bore, flush with
ers (3) to align the parts. Remove the lifting sides. Lube groove in bearing carrier outer
device. diameter must align with lube fitting hole in pivot
3. Install the remaining cap screws and flatwash- eye structure.
ers. Tighten alternately until the pivot eye is NOTE: With parts to correct size, the fit of the
properly seated. Tighten cap screws to 2007 bearing carrier into the bore of the pivot eye structure
N-m (1480 ft lbs) final torque. may be: 0.025 mm - 0.08 mm (0.0010 in. - 0.0030 in.)
interference fit.
Freezing the bearing carrier will ease installation.
2. Install spherical bearing (4) as described in

Pivot Eye Bearing, Assembly.
FIGURE 4-3. PIVOT EYE ATTACHMENT

1. Rear Axle Structure 3. Flatwasher
2. Cap Screw 4. Pivot Eye

ANTI-SWAY BAR Disassembly
Removal 1. Remove snap rings (4) from bores of both ends

of anti-sway bar.
1. Position frame and final drive case to enable
2. Press out spherical bearing (8).
use of a puller arrangement to remove anti-
sway bar pins (7, Figure 4-4) on the rear axle
housing and frame. Note that the parts on both
ends are identical.
2. Block securely or place stands under each side
of frame beneath hoist cylinder mounting area.
3. Remove lubrication lines and position a fork lift
to remove anti-sway bar.
4. Remove cap screws (1) and locknut (2) from
both pins.
5. Attach puller and remove pin (3) at each end of
the anti-sway bar.
6. Remove anti-sway bar from mount (10).
7. Remove bearing spacers (3).
Installation
1. Start the pin (7) in through the front of the frame FIGURE 4-4. ANTI-SWAY BAR INSTALLATION
mount (10) and one of the spacers (3). Rotate (Typical, Both Ends)
the pin to align the retaining cap screw (1) hole 1. Retainer Cap Screw 6. Lockwasher
with the hole in the mounting bracket. 2. Locknut 7. Pin
2. Raise the anti-sway bar (9) into position and fin- 3. Bearing Spacer 8. Bearing
ish pushing the pin (7) through to the far side of 4. Snap Ring 9. Anti-Sway Bar
the spherical bearing. Position the other spacer 5. Cap Screw 10. Mounting Structure
(3) and finish pushing the pin into the other
mounting ear. If necessary, realign the pin with
the mounting bracket retainer cap screw hole.
Install retaining cap screw (1) and locknut (2).
Install cap screw (5) and lockwasher (6) if
removed. Tighten cap screws (1 & 5) to stan-
dard torque.
3. Repeat above procedure to install remaining 1. Inspect bearing bores of anti-sway bar. If bores
pin, spacers, and retainer cap screw and lock- are damaged, repair or replace anti-sway bar.
nut. Start the pin into the bore of the rear axle 2. Inspect bearing spacers (3) for damage or
housing from the rear of the truck. wear.
4. Attach lubrication lines.
5. Remove blocks or stands from under frame.
Assembly
6. Charge suspensions if necessary. Refer to Sec-
tion "H" for suspension charging. 1. Press in new bearings.
2. Install snap rings.

SECTION G
REAR AXLE HOUSING
INDEX
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
REAR AXLE HOUSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-3
WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5-4
G05025 Rear Axle Housing G5-1

NOTES:
G5-2 Rear Axle Housing G05025

REAR AXLE HOUSING
REAR AXLE HOUSING 6. Hook up lube lines on wheel motors.
7. Route electrical cables through cable grips on
Removal
right hand end of axle.
1. Remove the dump body as outlined in Section 8. Connect electrical cables to motorized wheels
B. inside axle housing using identifications made
NOTE: It is not necessary to remove the rear axle at removal.
assembly to service the anti-sway bar or pivot pin. 9. Reconnect all brake lines and remaining lube
lines. Bleed brake and lube lines.
2. Loosen hose clamps and disconnect wheel 10. Reconnect wheel motor cooling air duct and
motor cooling flexible air duct from connection clamp securely.
on front center of housing. 11. Install wheels and tires.
3. Mark and disconnect lube and brake lines from
center case.
4. Mark electrical cables for identification and dis-
connect at wheel motors. Loosen cable grips
and pull cables free.
5. Remove rear tires as covered in this section.
6. Remove wheel motors as covered in this sec-
tion.
7. Block up truck frame and remove rear HYD-
RAIR® suspensions as outlined in Section H.
8. Remove pivot pin as outlined previously in this
Section.
9. Remove anti-sway bar as outlined earlier in this
Section.
10. Move housing from under truck for repair or
replacement.
Installation
1. Position axle housing under frame.
2. Align pivot pin bores and install pivot pin. FIGURE 5-1. WHEEL MOTOR REMOVAL AND
3. Install anti-sway bar. INSTALLATION
4. Install rear suspensions, as covered in Section (Shown with the body removed.)
H, Suspensions.
5. Install wheel motors.

WHEEL MOTOR Cleaning and Inspection
Removal 1. Thoroughly clean the cap screw holes and

mounting faces of the rear housing and the
1. Block front wheels to prevent movement. Turn wheel motor.
key switch OFF. Wait for 90 seconds to bleed
2. Check mounting faces of wheel motor and rear
hydraulic pressure from the steering system.
housing for nicks, scratches or other damage.
Turn the steering wheel to ensure no hydraulic
pressure remains. Open the drain valves on the
brake accumulators and bleed off hydraulic
pressure. Installation
2. Raise the rear of truck, using jack adapter as Maximum Cap Screw Usage
described in Wheels and Tires, this Section,
until tires clear the ground. Use support stands
or cribbing to block under rear housing.
3. Remove the inner and outer wheels from wheel
motor. Refer to Wheels and Tires, this Section, High tightening force is required to attach wheel
for wheel removal instructions. motors. Repeated tightening operations will
4. Drain oil from wheel motor gear case. cause cap screw material to fatigue and break.
DO NOT reuse mounting hardware (cap screws
NOTE: To aid in assembly tag all lines and electrical and hardened washers) more than twice after
connections prior to disassembly. original installation (3 total - see NOTE below).
Replace cap screws and washers after third use.
5. Disconnect brake, lubrication and electrical
connections from wheel motor. NOTE: The following method is suggested to control
the “3 - Use” maximum:
Punch mark the cap screw heads with a center
punch after each tightening as follows:
Initial Installation - No (0) marks.
The wheel motors weigh approximately 11,680 kg
Second Installation - One (1) punch mark.
(25,750 lbs). Make sure lifting device is capable of
handling the load safely. Third Installation - Two (2) punch marks.
Wheel motor mounting cap screws are specially
6. Attach a lifting device to wheel motor and take hardened bolts that meet or exceed Grade 8 specifi-
up slack. Figure 5-1 illustrates use of an over- cations. Replace only with cap screws of correct
head crane if the body has been removed. hardness. Refer to Komatsu Parts Catalog for correct
Remove cap screws securing wheel motor to part number. Before installation, inspect each cap
rear housing. Refer to appropriate General screw for any defects and number of punch marks.
Electric Service Manual for complete service Replace cap screw and related hardware if two
instructions on electric wheel motor. punch marks are evident; do not reuse if any defect
is suspected. Hardware showing signs of rust, corro-
sion, galling or local yielding on any seat or thread
surfaces should be replaced. Replace all wheel
motor mounting hardware if the truck was operated
with the wheel motor mounting in a loose joint condi-
tion.

1. Install two guide pins 180° apart in the rear 5. Insure wheel motor breathers are properly
housing. installed. No sharp bends, or kinks in hoses are
allowed in any line between the wheel motors
and the breathers. Install wheel cover.
6. Fill wheel motor gear with oil specified in Sec-
tion P, Lubrication and Service.
The wheel motors weigh approximately 11,680 kg 7. Install tires and rims using procedures outlined
(25,750 lbs). Make sure lifting device is capable of earlier in this section.
handling the load safely.
8. Raise truck, remove support stands. Lower
truck and remove jack.
2. Lift wheel motor into position on the rear hous- 9. Close bleeder valves on brake accumulators
ing. Make sure all cables and lines are clear and bleed brakes as outlined in Section J.
before installation. (Figure 5-1).
3. Install lubricated cap screws and flat washers
securing wheel motor to rear housing. Snug up
all cap screws and then final tighten (alternating
cap screws 180° apart) to 2007 N-m (1480 ft
lbs) torque.
4. Connect all cables and lines to their appropriate
location on the wheel motor.

NOTES:

SECTION H
SUSPENSIONS
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3
OILING AND CHARGING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4
H01019 Index H1-1

NOTES
H1-2 Index H01019

SECTION H
FRONT SUSPENSION
INDEX
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-5
TURN-OF-THE-NUT Tightening Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-6
MINOR REPAIR ONLY (Lower Bearing Structure & Seals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8

Bearing Structure Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
Bearing Structure Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-8
MAJOR SUSPENSION REBUILD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-10
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-11
H02026 Front Suspensions H2-1

NOTES:
H2-2 Front Suspensions H02026

FRONT SUSPENSION
The HYDRAIR®II suspensions are hydro-pneumatic 3. Discharge nitrogen pressure from suspension
components containing oil and nitrogen gas. The oil by removing cap from charging valve (5, Figure
and gas in the four suspensions carry the gross truck 2-1). Turn the charging valve swivel nut (small
weight less wheels, spindles and final drive assem- hex) (3, Figure 2-2) counterclockwise 3 full
bly. turns to unseat valve seal (DO NOT turn more
than three turns). DO NOT TURN LARGE HEX
The front suspension cylinders consist of two basic (4) (see DANGER below). Wearing face mask
components; a suspension housing attached to the or goggles, depress valve stem until all nitrogen
truck frame and a suspension rod attached to the pressure has been relieved.
front spindle. Check valves and orifice dampening
holes control suspension travel to provide good ride
qualities on haul roads under loaded and empty con-
ditions. The front suspension rods also act as king-
pins for steering the truck.
Make certain only the swivel nut (3) turns. Turn-
The HYDRAIR®II suspension cylinder requires only ing the complete charging valve assembly may
normal care when handling as a unit. However, after result in the valve assembly being forced out of
being disassembled these parts must be handled the suspension by the gas pressure inside.
carefully to prevent damage to the machined sur-
faces. Surfaces are machined to extremely close tol-
erances and are precisely fitted. All parts must be
completely clean during assembly.
Removal
1. Park unloaded truck on hard level surface.
Block wheels and apply parking brake. Remove
front wheel and tire according to Removal
instructions in Section G, Front Tire and Rim.
Remove front wheel hub and spindle as cov-
ered in Section G.
2. Remove boot clamp and boot from around sus-
pension. Disconnect pressure sensor.
FIGURE 2-1. SUSPENSION CAP

1. Cap Structure 4. Vent Plug
2. Sensor Port Plug 5. Nitrogen Charging
3. Charging Valve Guard Valve

4. After all nitrogen pressure has been relieved,
loosen large hex (4) and remove charging valve
assembly. Discard flat gasket under large hex.
FIGURE 2-2. CHARGING VALVE INSTALLATION

1. Valve Guard 4. Valve Body (Large
2. Valve Cap Hex)
3. Swivel Nut (Small Hex)
5. Place a suitable container under suspension

cylinder. Remove bottom drain plug and allow
cylinder to drain completely.
NOTE: Front HYDRAIR®II suspensions are equipped

with lower bearing retainer puller holes. If only rod
wiper, rod seals, bearing, O-ring and backup ring
replacement is required, it will not be necessary to
remove suspension from truck. Refer to Minor Repair
Only (Lower Bearing Structure & Seals) for bearing
structure removal and installation.
6. If major suspension rebuild is required, continue
removal procedure.
FIGURE 2-3. SUSPENSION INSTALLATION
1. Cap Screws & Washers 6. CapScrews & Washers
2. Nuts & Washers 7. Piston
3. Housing 8. Cap Screws & Washers
4. Mounting Surface 9. Spacer
5. Shear Bar 10. Nuts & Washers

7. Attach fork truck or suitable lifting device to NOTE: The use of dry threads in this application is
suspension. Secure suspension to lifting not recommended. Due to the high tightening forces
device. required to load these cap screws, dry threads may
cause damage to tools.
4. Lubricate cap screw threads, cap screw head
seats, washer face, and nut seats with a rust
preventive compound. Approved sources are:
The front HYDRAIR®II suspension weighs • AMERICAN ANTI-RUST GREASE #3-X from
approximately 2225 kg (4900 pounds). Be certain Standard Oil Division of American Oil Company.
the lifting device to be used is of sufficient • RUSTOLENE D grease from Sinclair Oil
capacity to handle load. Company.
• GULF NORUST #3 from Gulf Oil Company.
• RUST BAN 326 from Humble Oil Company.
8. Remove cap screws and washers (1, Figure 2-
• 1973 RUSTPROOF from the Texas Company.
3) and nuts and washers (2).
• RUST PREVENTIVE GREASE-CODE 362 from
9. Remove cap screws and washers (8), and nuts the Southwest Grease and Oil Company.
and washers (10).
NOTE: If none of the rust preventive greases listed
10. Remove cap screws and washers (6), and above are available for field assembly, use one of the
spacers (9). following lubricants:
11. Move suspension to a clean work area for dis- • SAE 30 weight oil.
assembly. • 3% Molybdenum - Disulphide Grease
Installation Maximum Cap Screw Usage
Use the following procedure for preparing mounting

surfaces and mounting hardware.
1. The mounting surface of both the suspension
and the frame must be clean and dry. Use a High tightening force is required to load front
cleaning agent that does not leave a film after suspension mounting cap screws. Repeated
evaporation, such as trichlorethylene, tetrachlo- tightening operations will cause cap screw mate-
rethylene, acetone or lacquer thinner. rial to fatigue and break. DO NOT reuse mounting
hardware (cap screws, hardened washers, and
nuts). Use new cap screws, washers and nuts
every time the suspension is mounted on the
When using a cleaning agent, follow the manu- truck.
facturer's instructions for use, proper ventilation
and/or use of breathing apparatus.
2. Inspect suspension and frame mounting sur-
faces and spotfaces for flatness. Surface finish
must not exceed 250 (RMS) (medium tool cut).
Surface flatness must be within 0.254 mm
(0.010 in.).
3. Clean and dry all cap screws, nuts and washers
as stated in Step 1, above.

Suspension mounting cap screws are specially hard- 6. The suspension mounting cap screws are now
ened bolts that meet or exceed Grade 8 specifica- ready for tightening using the Turn-of-the-Nut
tions. Replace only with cap screws of correct Tightening Procedure. After completing the
hardness. Refer to Komatsu Parts Catalog for correct tightening procedure, continue with Steps 7-10
part number. Before installation, inspect each cap below.
screw for any defects. Use only new suspension 7. Charge suspension with dry nitrogen to fully
mounting hardware every time the suspension is extend suspension piston before installing front
installed. wheel hub and spindle.
8. Install wheel, spindle, and tire according to
5. Attach fork truck or lifting device to suspension instructions in Section G.
and mount suspension to the truck frame mak- 9. Service the suspension. For instructions refer to
ing certain shear bar (5, Figure 2-3) is flush with HYDRAIR®II Oiling and Charging Procedure.
end of suspension keyway. Install fourteen cap
screws (1, 6, 8) with hardened washers and 10. Install suspension boot and secure with clamp.
nuts. (A flatwasher is used under each cap
screw head and each nut. See Figure 2-4 for
washer installation.) The four bottom holes
tapped into suspension housing require cap
screws (6) with hardened washers, and spacers
(9) only. TURN-OF-THE-NUT Tightening Procedure
NOTE: The Turn-of-the-Nut tightening procedure
was developed for high strength 1 1/2" UNC cap
screws (grade 8 or better) in this joint application
only. Do not use this tightening method for other
joint types or cap screws of lesser grade/size.
1. Using a torque wrench of known calibration,

tighten all fourteen cap screws (1, 6, 8, Figure
2-3) to 542 ±54 N-m (400 ± 40 ft lbs) torque.
2. Maintain this torque on the top two corner cap
screws and the bottom outer four cap screws
(item 8, the 4 bottom cap screws with nuts).
3. Loosen the 8 remaining cap screws and then
tighten again using turn-of-the-nut tightening
procedure as follows:
FIGURE 2-4. HARDENED WASHER
INSTALLATION 4. For the four, 165 mm (6.5 in.) long cap screws
(1, Figure 2-3) at the upper mount, tighten cap
1. Hardened Washer 2. Grade 8 Cap Screw screws initially to 95 N-m (70 ft lbs) torque;
then advance cap screw head 60° using steps
6-a.) through 6-c.). Refer to Figure 2-5.
NOTE: Special hardened flat washers are punched
during the manufacturing process, therefore when
used under the cap screw head they must be
assembled with the inside diameter radius of the
hole toward the head (punch lip away from head)
to prevent damage to the fillet between cap screw
head and shank. See illustration above.

5. For the four inner, 330 mm (13 in.) long cap 7. Loosen the top two corner cap screws (1) and
screws (6, Figure 2-3), tighten cap screws ini- the bottom outer four cap screws (8, the 4 bot-
tially to 203 N-m (150 ft lbs) torque; then tom cap screws with nuts).
advance cap screw head 90° using steps 6-a 8. Tighten the top, two corner 165 mm (6.5 in.)
through 6-c. Refer to Figure 2-6. cap screws to 95 N-m (70 ft lbs) torque, then
6. To tighten a cap screw 60° or 90°: use the turn-of-the-nut method (Steps 6-a
through 6-c) to advance cap screw heads 60°.
a. Mark a reference line on a corner of the hex-
agonal cap screw head or nut. Then mark
the position located 60° or 90° clockwise rel- 9. Tighten the bottom, outer four 330 mm (13 in.)
ative to the first reference line on the mount- cap screws to 203 N-m (150 ft lbs) torque, then
ing surface. Refer to Figures 2-5 or 2-6. use the turn-of-the-nut method (Steps 6-a
through 6-c) to advance cap screw heads 90°.
b. To ensure that the opposite end of the turn- Refer to Figure 2-6.
ing member (either the cap screw head or
nut remains stationary), scribe a reference
mark for this check across the side of the NOTE: If for any reason, these fasteners need to be
cap screw (or nut) and the mounting surface. checked for tightness after completing the above
c. Each corner of a hexagon represents 60°. procedure; loosen and inspect all 14 cap screws and
The turning members (either the cap screw repeat entire process, starting with cleaning and
head or nut), is now tightened until the lubricating cap screws, washers, and nuts.
marked corner is adjacent with the marked 10. To finish the suspension installation, return to
reference line. Check to make sure that the Step 7 in the Installation procedure.
opposite end of the turning member has
NOT turned during the tightening procedure
as marked in Step 6-b.
NOTE: Do not exceed 4 RPM tightening speed.
Do not hammer or jerk wrench during the tighten-
ing procedure.
FIGURE 2-6. REFERENCE MARKS FOR 90°

ADVANCE (330 mm/13 in. Cap Screws)
FIGURE 2-5. REFERENCE MARKS FOR 60°

ADVANCE (165 mm/6.5 in. Cap Screws)

MINOR REPAIR ONLY
(Lower Bearing Structure & Seals)
Bearing Structure Removal
If only rod seals, O-rings, and backup rings (and if

necessary, bearing structure) are to be replaced,
refer to steps below for lower bearing structure
removal.
1. Remove lower bearing structure cap screws
and hardened washers (18 & 19, Figure 2-8).
Install pusher bolts into tapped holes in bearing
flange.
2. Tighten pusher bolts evenly and prepare to sup-
port bearing structure as it exits the suspension
housing. Remove bearing (16).
3. Remove wiper (26), rod lip seal (25), and buffer
seal (24). Remove O-ring (20) and backup ring
(21).
Bearing Structure Installation

1. Install new rod buffer seal (24, Figure 2-8), lip
seal (25) and rod wiper (26).
When installing backup rings with rod seal (25)

and buffer seal (24), be certain radius is posi-
tioned toward the seal as shown in Figure 2-8.
2. Install new O-rings (20) and backup rings (21)
in their appropriate grooves in the lower bearing
structure (16).
NOTE: Backup rings must be positioned toward the FIGURE 2-7. PISTON ROD REMOVAL
flange of bearing structure as shown in Figure 2-9.
1. Cap Screw 9. Steel Ball (2 ea.)
3. Install temporary, guide bolts to ensure bolt
2. Hardened Flatwasher 10. Roll Pin
hole alignment as bearing retainer is seated. Lift
3. Cap Screw 11. Nut
lower bearing structure (16) assembly into
4. Hardened Flatwasher 12. Piston Stop
place and carefully start into suspension hous-
5. Plate 13. Key
ing. Install cap screws and hardened washers
6. Upper Bearing Structure 14. O-Ring
(18 & 19). Tighten cap screws to 420 N-m (310
7. Housing 15. Backup Ring
ft lbs) torque.
8. Piston 16. Cap Structure
4. Install wheel, tire and spindle assembly. Refer
to steps in Section G, Wheel, Tire and Spindle
Installation for installation instructions.

.
FIGURE 2-8. SUSPENSION ASSEMBLY

1. Housing 14. Steel Check Ball
2. Plate 15. Piston
3. Cap Screw 16. Lower Bearing
4. Hardened Washer Structure
5. Cap Screw 17. Plug
6. Washer 18. Cap Screw
7. O-Ring 19. Hardened Washer
8. Backup Ring 20. O-Ring
9. Plug (Pressure 21. Backup Ring
Sensor Port) 22. Key
10. Upper Bearing 23. Upper Bearing
Retainer Structure
11. Piston Stop 24. Rod Buffer Seal
12. Nut 25. Rod Lip Seal
13. Roll Pin 26. Rod Wiper Seal
MAJOR SUSPENSION REBUILD

Disassembly
NOTE: Refer to your Komatsu Distributor for
HYDRAIR®II repair information and instructions not
covered in this manual.
1. With suspension held in a vertical position (end
cap up), remove cap screws (1, Figure 2-5) and
hardened washers (2). Attach hoist to end cap
structure (16) and lift end cap out of suspension
housing (7) until piston stop (12) contacts upper
bearing structure (6). Remove cap screws (3)
and hardened washers (4). Lift cap structure
and bearing from housing.
2. Remove roll pin (10), nut (11), piston stop (12)
and key (13). Separate cap and bearing.
Remove O-rings (14) and backup rings (15).
Remove bearing (6).
3. Rotate the suspension 180°.
NOTE: Steel balls (9) will fall free when the housing
is rotated.
4. Attach lifting device to the piston (8) and care-
fully lift out of housing.
FIGURE 2-8 SUSPENSION ASSEMBLY

5. Remove cap screws and washers (18 & 19, Fig-
ure 2-8). Install pusher bolts and remove lower
bearing structure (16).
6. Remove and discard rod wiper seal (26) lip seal
(25) and buffer seal (24). Remove and discard
O-rings (20) and backup rings (21).
Assembly
NOTE: All parts must be completely dry and free of
foreign material. Lubricate all interior parts with clean
HYDRAIR® suspension oil (see Oil Specification
under “Oiling and Charging Procedure”).
FIGURE 2-9. BACKUP RING PLACEMENT

Take care not to damage the machined or plated 1. O-Ring 3. Bearing Structure
surfaces, O-rings or seals when installing piston 2. Backup Ring
assembly.
When installing backup rings with rod lip seal
(25) and buffer seal (24), be certain radius is posi-
tioned toward the seal as shown in Figure 2-8.
1. Install new rod buffer seal (24, Figure 2-8), lip 5. Slide upper bearing structure (6) over cap struc-
seal (25), and rod wiper (26). ture rod.
2. Install new O-rings (20) and backup rings (21) 6. Install key (13) and piston stop (12) on cap
in their appropriate grooves in the bearing struc- structure rod. Make sure piston stop is fully
ture (16). seated against the rod shoulder. Install locknut
NOTE: Backup rings must be positioned toward (11) against piston stop. Tighten locknut one
bearing retainer bolt flange as shown in Figure 2-9. half turn further, until hole for the roll pin (10) is
in alignment. Install roll pin.
3. Install lower bearing assembly (16) into lubri-
cated suspension housing. Install cap screws 7. Attach a lifting device to top side of end cap
and hardened lockwashers (18 & 19) through assembly. Lower assembly down on piston (8).
retainer flange and into tapped holes in hous- Insert steel balls (9) in holes in piston prior to
ing. Tighten to 420 N-m (310 ft lbs) torque. fully seating bearing on top of piston. A small
amount of petroleum jelly will prevent the balls
4. Install new backup rings and O-rings (14 & 15,
from dropping out during assembly.
Figure 2-7) in end cap grooves. Backup rings
must be positioned toward the flange on the
end cap.

8. Install upper bearing structure (6) onto piston PRESSURE TEST
rod. Secure bearing in place with NEW cap
After rebuild is complete, suspension assembly
screws (3) and hardened washers (4). Tighten
should be tested for leakage.
cap screws to 678 N-m (500 ft lbs) torque.
NOTE: ALWAYS use new cap screws (3, Figure 2-7)
during assembly. Used cap screws will be stressed
and fatigued because of loads imposed on these cap
screws during operation. When pressure testing, suspension must not be
allowed to extend. Assembly must be mounted in
9. Apply a light coating of petroleum jelly to the a container that is adequate to prevent piston
seals, wiper and bearings. With suspension extension.
housing in a vertical position, carefully lower the 1. Using air or nitrogen, pressurize suspension to
piston rod and end cap assembly into the bore 7585 ±1380 kPa (1100 ±200 psi) through the
of the cylinder housing to its fully retracted posi- charging valve and maintain pressure for twenty
tion (20) minutes minimum.
10. Install cap screws and hardened washers (1 & No leakage is permissible.
2) and tighten to 420 N-m (310 ft lbs) torque. 2. Release pressure from suspension assembly
11. Install bottom plug (17, Figure 2-6) and tighten and remove from containment structure. Do not
to 17.5 N-m (13 ft lbs) torque. remove charging valve.
12. Install charging valve (5, Figure 2-1) using a 3. Install charging valve guard.
new flat gasket under the large hex (valve 4. If suspension is to be stored, install suspension
body). Tighten large hex of charging valve to oil prior to storage. (Refer to Front Suspension
27.4 N-m (16.5 ft lbs) torque. Oiling this section.)
13. Install remaining plugs and/or pressure sensor. 5. Protect exposed chrome surface to prevent
damage during storage and handling.
14. Pressure test according to instructions on the
following page. 6. Protect remaining exposed, machined surfaces
with a rust preventive grease.

NOTES:

SECTION H
REAR SUSPENSIONS
INDEX
REAR SUSPENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-6
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-8
PRESSURE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-9
H03024 Rear Suspensions H3-1

NOTES:
H3-2 Rear Suspensions H03024

REAR SUSPENSIONS
The HYDRAIR® II suspensions are hydro-pneumatic Removal
components containing oil and nitrogen gas. The oil
an gas in the four suspensions carry the gross truck
weight less wheels, spindles and final drive assem- TABLE 1. TOOL LIST FOR SUSPENSION PIN
bly. The rear suspension cylinders consist of two REMOVAL
basic components; a suspension housing attached to Part Number Description Quantity
the rear axle housing, and a suspension rod attached
to the frame. EJ2847 Pin Removal Tool 2
The HYDRAIR® II suspension cylinder requires only EJ2848 Cylinder 1

normal care when handling as a unit. However, after EJ2849 Hand Pump 1
being disassembled these parts must be handled
carefully to prevent damage to the machined sur- EJ2850 Shackle 2
faces. Surfaces are machined to extremely close tol-
Cap Screw
erances and are precisely fitted. All parts must be
VN2707 (0.625-11UNC x 2.75 4
completely clean during assembly. in)
NOTE: Suspension mounting pins must contain

threaded holes at the inboard end of each pin in
order to use the removal tools listed above. If the
pins do not contain the necessary holes, new pins
may be purchased, or a rework of the pins is neces-
sary. Refer to Figure 3-5 for pin rework details.
1. Remove cap screws, washers, and metal shield
(2, Figure 3-1) from the suspension.
2. Remove charging valve cap, (1, Figure 3-2)
loosen small hex (4) on charging valve and turn
counterclockwise three full turns to unseat valve
seal. Connect suspension charging kit.
Make certain only the swivel nut turns. Turning

the complete charging valve assembly may result
in the valve assembly being forced out of the
suspension by the gas pressure inside.
3. If necessary, charge the suspension to be

removed with dry nitrogen until the rod is
exposed approximately 127 mm (5.0 in.).
FIGURE 3-1. REAR SUSPENSION INSTALLATION
1. Mounting Pins 3. Suspension Cylinder

2. Piston Rod Shield

4. Place stands or cribbing under the truck frame 8. Remove locknuts (3, Figure 3-3) and cap
at each hoist cylinder mount screws (2) at upper and lower pins (1) just on
5. Open valve on suspension charging kit to the suspension cylinder to be removed.
release nitrogen from the suspension. Discon- 9. Install pin removal tool (1, Figure 3-4) to each
nect charging kit. lower pin using the cap screws listed in Table 1.
6. Disconnect lubrication lines. Disconnect pres- Tighten the cap screws to 240 ± 24 Nm (177 ±
sure sensor cable. 17 ft lbs) torque.
7. Position a fork lift under the suspension hous-
ing, above the lower mounting pin. Secure sus-
pension to fork lift.
. The rear HYDRAIR®II suspension weighs approx-
imately 1088 kg (2,400 pounds). Be certain the
capacity of the lifting device used is sufficient for
lifting this load.
10. Position a fork lift (or other suitable lifting
device) under the suspension to be removed
and secure it to the lifting device.
11. Attach both shackles (2) to cylinder (3).
12. Attach each shackle to pin removal tools (1).
FIGURE 3-2. NITROGEN CHARGING VALVE

1. Valve Cap 6. Valve Body
2. Seal 7. O-Ring
3. Valve Core 8. Valve Stem
4. Swivel Nut 9. O-Ring
5. Rubber Washer
NOTE: The mounting arrangement for the top and

bottom pins is identical.
FIGURE 3-3. SUSPENSION MOUNTING PIN

(Typical, Top and Bottom)
1. Pin 6. Bearing
2. Cap Screw 7. Cap Screw
3. Locknut 8. Washer
4. Bearing Spacer 9. Sleeve
5. Retainer Ring

17. Remove the cylinder from the truck. Clean the
exterior of the suspension thoroughly and move
to a clean work area for disassembly.
18. If it is necessary to remove the remaining rear
suspension cylinder, insert the pins back into
Do not exceed 10 tons of force when applying the upper and lower mountings.
pressure to the cylinder. Damage to the tool or
19. Secure the pins using locking cap screws (4),
suspension components may result, as well as
and repeat the removal process for the remain-
personal injury to maintenance personnel
ing suspension cylinder.
13. Apply pressure to the cylinder using the hand
pump (not shown).
14. When the cylinder reaches the end of its stroke,
remove one of the shackles from the cylinder
and connect the cylinder shackle directly to the
pin removal tool. This is necessary to pull the
pin the remaining distance.
15. Remove the pin from the lower mounting.
16. Install the tool on the upper pins and repeat the
pin removal process. (If the pin does not contain
the necessary puller holes, an alternative
removal method is needed.)
FIGURE 3-5. SUSPENSION PIN REWORK
FIGURE 3-4. REAR SUSPENSION

PIN REMOVAL TOOL
1. Pin Removal Tool 3. Cylinder
2. Shackle 4. Cap Screw

Installation 10. Service the suspension. For instructions, refer
1. Inspect mounting bore sleeves (9, Figure 3-3) to HYDRAIR® II Oiling and Charging Proce-
and bearing spacers for damage or wear. dure, this section.
Check fit of pins in bores prior to installing sus- 11. Install piston rod shield (2, Figure 3-1) with the
pension. cap screws, flat washers, and lockwashers.
2. Secure suspension to fork lift and raise into
position. (Suspension assembly should be
retracted as far as possible prior to installation.) FIGURE 3-6. REAR SUSPENSION ASSEMBLY
3. Position top suspension eye with its spherical
bearing, between the ears on the frame as 1. Housing
shown in Figure 3-3. Be certain the upper and 2. Cap Screws
lower mounting eyes are aligned and the vent 3. Hardened Flatwashers
plugs are positioned to the rear. 4. Piston Bearing
4. Lubricate the pin (1), align the retaining cap 5. Piston Rod
screw hole with the hole in the mounting bore 6. Bleeder Screw
and drive in far enough to hold pin in position. 7. Vent Plug
8. Shield
5. Insert the spacer (4) and continue to drive the
9. Cap Screw
pin in through the spherical bearing. Insert the
10. Washers
remaining spacer and continue to drive the pin
11. Vent Plug
in until the retaining cap screw hole is aligned
12. Charging Valve
with the hole in the pin.
13. Plug (or Pressure Sensor)
6. Install cap screw (2, Figure 3-3) and locknut (3). 14. Vent Plug
Tighten to 420 N-m (310 ft lbs) torque. 15. Wiper Seal
7. Lower the suspension housing until the lower 16. Rod Lip Seal
mount bearing aligns with the bore in the rear 17. Buffer Seal
axle housing and repeat the above procedure to 18. Socket Head Cap Screw
install the bottom pin. The parts in the top and 19. Backup Ring (See note)
bottom joint are identical. 20. O-Ring
8. Install the nitrogen charging kit and add nitro- 21. Housing Bearing
gen to raise frame off stands or cribbing, or use 22. Ball Check
a lifting device if available.
9. Connect lubrication lines. Connect pressure
sensor.

FIGURE 3-6. REAR SUSPENSION ASSEMBLY

Disassembly Cleaning and Inspection
NOTE: The suspension should be placed in a fixture 1. Clean all parts thoroughly in fresh cleaning sol-
which will allow it to be rotated 180° vertically. vent. Use a solvent that does not leave a film
after evaporation, such as Trichlorethylene,
1. Remove charging valve guard and cover over
Acetone or Lacquer Thinner.
pressure sensor.
2. Depress charging valve stem to insure all nitro-
gen gas pressure has been released prior to
removing charging valve. Wear face mask or
goggles while relieving nitrogen gas.
3. Remove piston protection shields (8), if When using cleaning agents follow the solvent
installed. manufacturer's instructions.
4. Remove charging valve (12, Figure 3-4).
Remove and discard charging valve gasket.
Remove vent plug (14). 2. Dry all parts completely using only dry, filtered
5. Remove vent plug (7). Remove bleeder screw compressed air and lint free wiping materials.
(6). Remove pressure sensor or plug (13). 3. Inspect all parts for evidence of wear or dam-
6. Place the suspension in a vertical position (pis- age. Inspect plated surfaces for scratches,
ton rod down). Suspension will contain oil which nicks or other defects. Replace or repair any
will drain through the vent ports. Rotate the sus- damaged parts.
pension 180°. Remove socket head cap screws
NOTE: If other repairs are necessary, refer to your
(18) and pull suspension piston assembly (5)
local Komatsu Distributor for repair information and
from housing (1). The housing bearing (21) will
instructions not covered in this manual.
be removed with the piston assembly.
7. Remove cap screw and hardened washers (2 &
3). Remove piston bearing (4) from piston rod.
Remove ball checks (22) from piston. Slide the
housing bearing (21) off of the piston.
Assembly
8. Remove and discard wiper seal (15), rod lip
seal (16), buffer seal (17), O-ring (20), and Assembly must be accomplished in a clean, dust free
backup ring (19) from housing bearing. work area. All parts must be completely clean, dry
and free of rust or scale. Lubricate all interior parts
9. If the spherical bearings (6, Figure 3-3) require
and bores with fresh suspension oil. (See Oil Specifi-
replacement, remove the retainer rings (5).
cations under Oiling and Charging Procedure, this
Press bearing out of bore.
section). As an alternate, coat seals, wiper and bear-
ing with a light coat of petroleum jelly.
1. Install the spherical bearing (6, Figure 3-3) in
the eye of the piston rod and of the cylinder
housing.
2. Place the ring retainers (5) in position to secure
the bearings.

3. Install the wiper seal (15, Figure 3-6), rod lip PRESSURE TEST
seal (16), and buffer seal (17). When installing
After rebuild is complete, suspension assembly
backup rings with rod seal (16) and step seal
should be tested for leakage.
(17), be certain radius is positioned toward the
seal and the white dot is positioned away from
the seal as shown in Figure 3-6.
4. Install O-ring (20) and backup ring (19) on the
bearing (21). Backup rings must be positioned
toward the flange of the bearing.
5. Slide the bearing (21) onto the lubricated piston
rod (5).
When pressure testing, suspension must not be
6. Place the ball checks (22) in the piston and allowed to extend. Assembly must be mounted in
install the piston rod bearing (4) with the cap a container that is adequate to prevent piston
screws and hardened washers (2 & 3). Tighten extension.
the cap screws to 420 N-m (310 ft lbs) torque.
1. Using air or nitrogen, pressurize suspension to
7. With the lubricated housing (1) held in a vertical
7585 ± 1380 kPa (1100 ± 200 psi) through the
position, slide the piston assembly part way into
charging valve and maintain pressure for twenty
the housing. Slide the loose housing bearing
(20) minutes minimum.
down onto the housing and fasten with socket
head cap screws (18). Tighten the cap screws No leakage is permissible.
to standard torque. Use care during piston 2. Release pressure from suspension assembly
installation to prevent damage to machined and and remove from containment structure. Do not
chrome surfaces. remove charging valve.
8. Install the bleeder screw (6, Figure 3-6) and 3. Install charging valve guard.
vent plug (7). Install vent plug (14) and tighten 4. If suspension is to be stored, install suspension
both vent plugs to 87 N-m (64 ft lbs) torque. oil prior to storage. (Refer to Rear Suspension
9. Install vent plug (11) and pressure sensor or Oiling this section.)
plug (13). Install protective cover. 5. Protect exposed chrome surface to prevent
10. Install shield (8). damage during storage and handling.
11. Using new gasket, install charging valve.
Tighten large hex of charging valve to 22.4 N-m
(16.5 ft lbs) torque.

NOTES:

SECTION H
OILING AND CHARGING PROCEDURE
INDEX
OILING AND CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
EQUIPMENT LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
HYDRAIR® CHARGING KIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4

Installation of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
Removal of Charging Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-4
SUPPORT BLOCKS FOR OILING AND CHARGING DIMENSIONS . . . . . . . . . . . . . . . . . . . . . H4-5
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5

Front Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-5
Front Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-7
REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8

Rear Suspension Oiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-8
Rear Suspension Nitrogen Charging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-9
OIL AND NITROGEN SPECIFICATIONS CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-11
H04025 Oiling and Charging Procedures H4-1

NOTES:
H4-2 Oiling and Charging Procedures H04025

OILING AND CHARGING PROCEDURE
GENERAL For best results, HYDRAIR® II suspensions should
These procedures cover the Oiling and Charging of be charged in pairs (fronts together and rears
together). If rears are to be charged, the fronts
HYDRAIR®II suspensions on Komatsu Electric Drive
should be charged first.
Dump Trucks.
NOTE: For longer life of suspension components, a
Suspensions which have been properly charged will
Friction Modifier should be added to the suspension
provide improved handling and ride characteristics
oil. See Specifications Chart, Figure 4-5 at the end of
while also extending the fatigue life of the truck frame
this chapter.
and improving tire wear.
NOTE: Set up dimensions specified in the charts
NOTE: Inflation pressures and exposed piston
must be maintained during oiling and charging
lengths are calculated for a normal truck gross
procedures. However, after the truck has been
vehicle weight (GVW). Additions to truck weight by
operated, these dimensions may vary.
adding body liners, tailgates, water tanks, etc. should
be considered part of the payload. Keeping the truck
GVW within the specification shown on the Grade/
EQUIPMENT LIST
Speed Retard chart in the operator cab will extend • HYDRAIR® Charging Kit
the service life of the truck main frame and allow the
• Jacks and/or Overhead Crane
HYDRAIR®II suspensions to produce a comfortable
ride. • Support Blocks (Front and Rear) for:
Oiling Height Dimensions
Nitrogen Charging Height Dimensions
• HYDRAIR® Oil (See Specifications Chart)

®
All HYDRAIR II suspensions are charged with • Friction Modifier (See Specifications Chart)
compressed nitrogen gas with sufficient pres-
• Dry Nitrogen (See Specifications Chart)
sure to cause injury and/or damage if improperly
handled. Follow all safety instructions, cautions,
and warnings provided in the following proce-
dures to prevent any accidents during Oiling and
Charging.
Proper charging of HYDRAIR®II suspensions

requires that three basic conditions be established in
the following order:
1. Oil level must be correct.
2. Suspension piston rod extension for nitrogen
charging must be correct.
3. Nitrogen charge pressure must be correct.

HYDRAIR® CHARGING KIT 5. Attach charging valve adapters (2) to each sus-
pension charging valve stem.
Assemble service kit as shown in Figure 4-1 and
6. Turn "T" handles (1) clockwise (this will depress
attach to container of pure dry nitrogen (8).
core of charging valve and open the gas cham-
Installation of Charging Kit ber of the suspension).
7. Open both outlet valves (3).
1. Remove protective covers and charging valve
caps from suspensions to be charged. NOTE: By selective opening and closing of outlet
2. Turn "T" handles (1, Figure 4-1) of adapters (2) valves (3), and inlet valve (4), suspensions may be
completely counterclockwise. charged separately or together.
3. Ensure outlet valves (3) and inlet valve (4) are
closed (turned completely clockwise).
4. Turn swivel nut (small hex) on charging valve Removal of Charging Kit
three full turns counterclockwise to unseat the 1. Close both outlet valves (3).
valve. 2. Turn "T" handles (1) counterclockwise to
release charging valve cores.
3. Remove charging valve adapters (2) from
charging valves.
4. Tighten swivel nut (small hex) on charging
valve. If a new charging valve is being used,
tighten swivel nut to 14.2 N·m (10.5 ft lbs)
torque, then loosen and retighten swivel nut to
14.2 N·m (10.5 ft lbs) torque. Again loosen
swivel nut and retighten to 5.4 N·m (4 ft lbs)
torque. Replace valve cap (1) and tighten to 3.3
N·m (2.5 ft lbs) torque (finger tight).
5. Install charging valve caps and protective cov-
ers on both suspensions.
FIGURE 4-1. HYDRAIR® CHARGING KIT

NOTE: Arrangement of parts may vary from
illustration above, depending on Charging Kit P/N.
1. “T” Handle Valve

2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas (Specifications Figure 4-5)

SUPPORT BLOCKS FOR OILING AND FRONT SUSPENSION
CHARGING DIMENSIONS 1. Park the unloaded truck on a hard, level sur-
face. Place the directional control lever in
PARK. Place chock in front and behind two sets
Prior to starting oiling and charging procedures, sup-
of wheels to prevent roll away.
ports should be fabricated which will maintain the
correct exposed piston rod extensions. 2. Thoroughly clean area around the charging
valve on the suspensions. Remove the protec-
tive covers from the charging valves.
Rear support blocks for nitrogen charging are no

longer necessary. Rear suspensions still require All HYDRAIR®II suspensions are charged with
support blocks for oil charging. compressed nitrogen gas with sufficient pres-
Exposed piston rod extensions are specified for both sure to cause injury and/or damage if improperly
handled. Follow all the safety notes, cautions and
oil level and nitrogen charging for HYDRAIR®II sus- warnings in these procedures to prevent acci-
pensions. These dimensions are listed in the Tables dents during servicing and charging.
below Figures 4-2 and 4-4. Measure dimensions
from the face of the cylinder gland to the machined
surface on the spindle at the front suspension. Mea- Front Suspension Oiling
sure from the face of the cylinder gland to the piston
flange at the rear suspension.
Support blocks may be made in various forms. Mild

steel materials are recommended. Square stock or When blocks are in place on a suspension, they
pipe segments [1 in. (25 mm) minimum] may be must be secured with a strap or other means to
used. Blocks must be capable of supporting the avoid accidental discharge. An unsecured block
weight of the truck during oiling and charging proce- could fly loose as weight is applied, presenting
dures while avoiding contact with plated surfaces the possibility of serious injury to nearby person-
and seals on the suspension. Refer to Figure 4-2 for nel and/or damage to the equipment. Overhead
front suspension support block placement and Figure clearance may be reduced rapidly and suddenly
4-4 for rear support block placement. when nitrogen pressure is released!
Friction Modifier should be added to the suspension
this chapter.

1. Position and secure oiling height dimension
blocks in place (Figure 4-2). When nitrogen
pressure is released, suspensions will lower to
rest on the blocks. Ensure the blocks do not
mar or scratch the plated surfaces of the pis-
tons or damage wiper seals in the lower bearing
retainer. Support blocks must seat on the spin-
dle and the cylinder housing. The blocks should
be positioned 180° apart to provide stability.
Wear a face mask or goggles while relieving

nitrogen pressure.
2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
TURN LARGE HEX. The charging valve body
has a bleeder groove in its mounting threads
but for safety of all personnel the valve body
MUST NOT be loosened until ALL nitrogen
pressure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
all nitrogen has been vented to the atmosphere,
the suspension should have collapsed slowly
and be seated solidly on the support blocks. FIGURE 4-2. FRONT SUSPENSION
4. Remove top fill plug next to the charging valve
(Figure 4-2). FRONT SUSPENSION DIMENSIONS (EMPTY)
® TRUCK MODEL & OILING CHARGING CHARGING
5. Fill the suspension with clean HYDRAIR oil OPTIONS HEIGHT HEIGHT PRESSURE
(with 6% friction modifier) until the cylinder is full mm (IN.) mm (IN.) kPa (psi)
to the top of the fill plug bore. Drip pans should 830E* 25.4 (1.0) 229 (9.0) 268 (9390)
be used and all spillage cleaned from outside of
the suspension. Allow the suspension to stand 830E** 25.4 (1.0) 229 (9.0) 282 (7410)
for at least 15 minutes to clear any trapped * with standard Rock Body
** with Combination Body / Tailgate
nitrogen and/or bubbles from the oil. Add more Note: If truck starts to lift off blocks before charging pressure is
suspension oil if necessary. Install a new fill attained, STOP CHARGING.
plug O-ring, and install the plug.

Front Suspension Nitrogen Charging 2. Tighten valve body (large hex, 6) to 16.5 ft lbs
(22.4 N·m) torque. The valve swivel nut (small
hex, 4) must be unseated by turning counter-
clockwise three full turns.
Lifting equipment (crane or hydraulic jacks) must

be of sufficient capacity to lift the truck weight.
Be certain that all personnel are clear of lift area
before lift is started. Clearances under the truck
Dry nitrogen is the only gas approved for use in
may be suddenly reduced.
HYDRAIR®II suspensions.Charging of these
1. If removed, install the charging valve with new components with oxygen or other gases may
O-ring (9, Figure 4-3). Lubricate the O-ring with result in an explosion which could cause fatali-
clean HYDRAIR®oil. ties, serious injuries and/or major property dam-
age. Use only nitrogen gas meeting the
specifications shown in chart (Figure 4-5).
3. Install HYDRAIR® Charging Kit and a bottle of

pure dry nitrogen. Refer to Installation of Charg-
ing Kit.
4. Charge the suspensions with nitrogen gas to
50.8 mm (2 in.) greater than the charging height
listed in Figure 4-2. Close inlet valve (4, Figure
4-1).
5. Remove the oiling blocks from the suspensions
and install the nitrogen charging blocks. Secure
the blocks to prevent accidental dislodging.
NOTE: Use caution to prevent damage to plated cyl-
inder surfaces and oil seals when installing the
blocks.
FIGURE 4-3. CHARGING VALVE 6. Remove the center hose from manifold (6).
7. Open inlet valve (4) until the pressure has
1. Valve Cap 6. Valve Body dropped below the pressure listed in Figure 4-2,
2. Seal 7. O-Ring and then close the valve.
3. Valve Core 8. Valve Stem 8. Install the center hose to manifold (6).
4. Swivel Nut 9. O-Ring
5. Rubber Washer 9. Charge the suspensions to the pressure listed
in Figure 4-2. DO NOT use an overcharge of
nitrogen to lift the suspensions off of the charg-
ing blocks.
10. Close inlet valve (4, Figure 4-1). Leave outlet
valves (3) open for five minutes in order to allow
the pressures in the suspensions to equalize.

11. Close outlet valves (3) and remove charging kit REAR SUSPENSION
components. Refer to Removal of Charging Kit. 1. Park the unloaded truck on a hard, level sur-
12. If charging valve is being reused, tighten swivel face. Apply the parking brake, and chock the
nut (4, Figure 4-3) to 5.4 N·m (4 ft lbs) torque. wheels.
13. If a new charging valve is being used, tighten 2. Thoroughly clean the area around the charging
swivel nut to 14.2 N·m (10.5 ft lbs) torque, then valve on the suspensions. Remove the protec-
loosen and retighten swivel nut to 14.2 N·m tive covers from the charging valves and the
(10.5 ft lbs) torque. Again loosen swivel nut metal covers from the suspension piston.
and retighten to 5.4 N·m (4 ft lbs) torque.
Replace valve cap (1) and tighten to 3.3 N·m
(2.5 ft lbs) torque (finger tight).
14. Install protective guard over charging valve. When the blocks are in place on a suspension,
15. Raise the truck body in order to extend the front they must be secured in place with a strap or
suspensions and allow for removal of the nitro- other means to insure the blocks staying in place
gen charging blocks. Ensure that sufficient while being used. An unsecured block could fly
overhead clearance exists before raising the loose as weight is applied, presenting the possi-
body. If the suspensions do not extend after bility of serious injury and/or damage.
raising the body, turn the steering wheel from
stop to stop several times. If the suspensions
Friction Modifier must be added to the suspension
still do not extend enough to allow for removal
of the blocks, use a crane or floor jacks to raise
this chapter.
the truck and remove the blocks.
Any time the suspensions are recharged, the calibra-
tion of the Payload Meter system is affected. Refer to Rear Suspension Oiling
the Payload Meter III ™ section and perform a
“Clean Truck Tare”. This will ensure accurate pay- 1. If the suspensions are extended, position and
load records. secure oiling height dimension blocks (sup-
ports) in place (See Figure 4-4) so the blocks
The front HYDRAIR® suspensions are now ready for are seated between the piston flange and the
operation. Visually check the extension with the truck cylinder housing. Ensure the blocks do not mar
both empty and loaded. Record the extension dimen- or scratch the plated surfaces on the piston or
sions. Maximum downward travel is indicated by the damage the wiper seals in the cylinder barrel.
dirt ring at the base of the piston. Operator com- Support blocks must seat on the piston flange
ments on steering response and suspension rebound and the cylinder housing. The blocks should be
should also be noted. positioned 180° apart to provide stability.
Make certain all personnel are clear and support

blocks are secure before relieving nitrogen pres-
sure from the suspension. Use a face mask or
goggles when venting nitrogen.

2. Remove charging valve cap. Turn the charging
valve swivel nut (small hex) counterclockwise
three full turns to unseat valve seal. DO NOT
TURN LARGE HEX. The charging valve body
has a bleeder groove in its mounting threads,
but for safety of all personnel, the valve body
MUST NOT be loosened until ALL nitrogen
pressure has been vented from the suspension.
3. Depress the charging valve core to release
nitrogen pressure from the suspension. When
nitrogen pressure has been vented to atmo-
sphere, loosen and remove the fill plug. The
suspension should have collapsed slowly as
gas pressure was released. Truck weight is now
supported by the support blocks.
4. Use a plastic tube to help bleed off trapped air
inside the piston. Remove vent plugs and the
bleeder screw. Service the suspension with
clean HYDRAIR® Oil (with 6% friction modifier)
until clean oil comes out of the port where the
bleeder screw and plug were removed from the
side of the housing. Drip pans should be used FIGURE 4-4. REAR SUSPENSION
and all spillage cleaned from the outside of the
suspension. Install the bleeder and vent plugs.
Continue to fill the oil until it reaches the fill port.
Allow the suspension to stand for at least 15
minutes to clear any trapped nitrogen and/or air Rear Suspension Nitrogen Charging
bubbles from the oil. Add oil if necessary, and
install the fill plug.
REAR SUSPENSION DIMENSIONS (EMPTY) Lifting equipment (overhead or mobile cranes, or

TRUCK MODEL & OILING CHARGING *CHARGING hydraulic jacks) must be of sufficient capacity to
OPTIONS HEIGHT HEIGHT PRESSURE lift the truck weight. Be certain that all personnel
mm (IN.) mm (IN.) kPa (psi)
are clear of lift area before lift is started. Clear-
830E 25.4 (1.0) 241 (9.5) 1724 (250) ances under the truck may be suddenly reduced.
830E 25.4 (1.0) 241 (9.5) 217 (2315)
* Note: Charging pressures are for reference only and may vary depending on body
weights.
Ensure the automatic apply circuit has not

applied the service brakes during truck mainte-
nance. If the front brakes are applied during rear
suspension charging, the axle cannot pivot for
frame raising / lowering, and the rear suspension
may be unable to move up or down.

1. If removed, install charging valve with new O- NOTE: A low left front suspension will cause the right
ring (9, Figure 4-3). Lubricate the O-ring with rear suspension to be high. A low right front
clean HYDRAIR®oil. suspension will cause the left rear suspension to be
high.
2. Tighten valve body (large hex, 6) to 22.4 N·m
(16.5 ft lbs) torque. The valve swivel nut (small 8. Close outlet valves (3) and remove charging kit
hex, 4) must be unseated by turning counter- components. Refer to Removal of Charging Kit.
clockwise three full turns. 9. If the charging valve is being reused, tighten
swivel nut (4, Figure 4-3) to 5.4 N·m (4 ft lbs)
torque.
10. If a new charging valve is being used, tighten
swivel nut to 14.2 N·m (10.5 ft lbs) torque, then
Dry nitrogen is the only gas approved for use in loosen and retighten the swivel nut to 14.2 N·m
HYDRAIR®II suspensions. Charging of these (10.5 ft lbs) torque. Again, loosen the swivel
components with oxygen or other gases may nut and retighten to 5.4 N·m (4 ft lbs) torque.
result in an explosion which could cause fatali- Replace valve cap (1) and tighten to 3.3 N·m
ties, serious injuries and/or major property dam- (2.5 ft lbs) torque (finger tight).
age. Use only nitrogen gas meeting the
11. Install the protective guards over the charging
specifications shown in chart (Figure 4-5).
valves and install the metal covers over the pis-
ton rods.
3. Install HYDRAIR® Charging Kit and a bottle of
Any time the suspensions are recharged, the calibra-
pure dry nitrogen. Refer to Installation of Charg-
tion of the Payload Meter system is affected. Refer to
ing Kit.
the Payload Meter III ™ section and perform a
4. Charge the suspensions with nitrogen gas to “Clean Truck Tare”. This will ensure accurate pay-
50.8 mm (2 in.) greater than the charging height load records.
listed in Figure 4-4.
5. Slowly release gas until the suspensions match The rear HYDRAIR® suspensions are now ready for
the charging height listed in Figure 4-4. operation. Visually check piston extension both with
the truck loaded and empty. Record the extension
6. Close inlet valve (4, Figure 4-1). Leave outlet
dimensions. Maximum downward travel is indicated
valves (3) open for five minutes in order to allow
by the dirt ring at the base of the piston rod. Operator
the pressures in the suspensions to equalize.
comments on steering response and suspension
7. Ensure both of the suspension cylinders are rebound should also be noted.
extended the same distance ± 10 mm (0.39 in.).
If the difference in the extension from side to
side exceeds 10 mm (0.39 in.), check the front
suspensions for equal extension. Adjust the
front as necessary.

OIL AND NITROGEN SPECIFICATIONS CHART
HYDRAIR® II OIL SPECIFICATIONS

Ambient Temperature Part No. Approved Sources
Range
VJ3911 Mobil 424 Sunfleet TH Universal Tractor Fluid
(need to add Mobil D.T.E. 15 Chevron Tractor Hydraulic Fluid-
6% of Texaco TDH Oil Conoco Power Tran III Fluid
-30°F & above AK3761) AMOCO ULTIMATE Motor Oil Petro Canada Duratran Fluid
(-34.5°C & above) 5W-30 Shell Canada Donax TDL
AK4063 Suspension Oil (premixed with 5 Gallon container
AK4064 6% Friction Modifier) 55 Gallon container
VJ5925 Emery 2811, SG-CD, Petro Canada Super Arctic Motor
(need to add 5W-30 Oil, 0W-30
6% of Mobil Delvac I, 5W-30 Conoco High Performance
-55°F & above AK3761) Synthetic Motor Oil, 5W-30
(-48.5°C & above) AK4065 Suspension Oil (premixed with 5 Gallon container
AK4066 6% Friction Modifier) 55 Gallon container
NOTE: VJ3911 and VJ5925 oils are not compatible and must not be mixed in a suspension.VJ3911 and VJ5925
oils are supplied in 5 gallon (19 Liter) cans.
FRICTION MODIFIER FRICTION MODIFIER Mixing Instructions

(94% Suspension oil, 6% Friction Modifier)
Part Number Suspension Oil Amount of Friction Modifier to add
AK3761 1 gallon of suspension oil add 7.7 oz.
(5 Gallon container of 5 gallons of suspension oil add 38.4 oz.
100% Friction Modifier)
55 gallons of suspension oil add 3.3 gal.
NITROGEN GAS (N2)SPECIFICATIONS

Property Value
Nitrogen gas used inHYDRAIR® II Nitrogen 99.9% Minimum
Suspension Cylinders must meet or
Water 32 PPM Maximum
exceed CGA specification G-10.1 for
Type 1, Grade F Nitrogen Gas Dew Point -68°F (-55°C) Maximum
Oxygen 0.1% Maximum
FIGURE 4-5. SPECIFICATIONS CHART

NOTES:

SECTION J
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-1
BRAKE CIRCUIT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
WHEEL SPEED FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
ARMATURE SPEED REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J6-1
J01038 Index J1-1

NOTES:
J1-2 Index J01038

SECTION J2
BRAKE CIRCUIT
INDEX
BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SERVICE BRAKE CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-3
SECONDARY BRAKING AND AUTOMATIC APPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
PARKING BRAKE CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
Normal Operation (key switch on, engine running) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-5
BRAKE LOCK CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
WARNING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-6
J02037 Brake Circuit J2-1

NOTES:
J2-2 Brake Circuit J02037

BRAKE CIRCUIT
OPERATION The remainder of the system, including the brake
manifold, circuit accumulators, and electrical compo-
The 830E truck is equipped with hydraulic actuated
nents, are located in a weatherproof cabinet behind
disc brakes. The front brakes have three calipers
the cab. This cabinet is accessible for diagnostic and
applying braking effort to a single disc on each
service work.
wheel. The rear brakes have two (armature-speed)
discs with one caliper per disc. Each rear caliper also The brake manifold contains dual circuit isolation
contains an integrated parking brake piston. check valves, accumulator bleed down valves, and
valves for brake lock, park brake and automatic apply
The fundamental function of the brake system is to
functions. All of these components are screw-in car-
provide an operator the control he needs to stop the
tridge type valves.
truck in either a slow modulating fashion or in as
short a distance as reasonably possible. In the 830E truck, there are two independent means
of brake actuation, the service brake pedal and brake
Outlined below are the functions that are necessary
lock switch.
for safe truck operation:
1. Warn the operator as soon as practical of a SERVICE BRAKE CIRCUIT OPERATION

serious or potentially serious loss of brake pres-
This portion of the system provides the operator the
sure so proper action can be taken to stop the
precise control he needs to modulate (feather) brake
truck before the secondary system is exhausted
pressure to slowly stop the truck or develop full brake
of power.
effort to stop as quickly as possible. The heart of this
2. Provide secondary brake circuits such that any circuit is the treadle operated dual circuit brake valve.
single failure leaves the truck with sufficient This valve enables the operator to control the rela-
stopping power. tively high pressure energy within the brake accumu-
3. Automatically apply service brakes if low pres- lators directly to the brakes. The only element
sure warnings are ignored and pressures con- between the operators foot and the actual brake fluid
tinue to decrease. is the dual circuit treadle valve.
4. Wheel brake lock to relieve the operator from As the pedal is depressed, each valve within the dual
holding the brake pedal while at the dump or circuit treadle valve simultaneously delivers fluid from
shovel. its respective accumulator to the wheel brakes at a
5. Spring applied park brake for holding, not stop- pressure proportional to both pedal position and
ping, the truck during periods other than loading force. The further the pedal is depressed, the higher
or dumping. the brake force, giving a very positive feel of control.
6. Brake system that is easy to diagnose and per- Brake accumulators have two functions; storing
form necessary service. energy for reserve braking in the event of a failure
and, provide rapid oil flow for good brake response.
Depression of the brake pedal actuates the stop light
The following brake circuit description should be pressure switch, which in turn actuates stop and ser-
used in conjunction with the hydraulic brake system vice brake indicator lights and propulsion interlock.
schematic, refer to Section "R". The stop light switch (12, Figure 2-1) is located on
The brake system consists of two major valve com- the junction block (10) inside the brake cabinet.
ponents; the dual circuit treadle valve (heart of the
system) and brake manifold. The dual circuit treadle
valve is the only component located in the operator's
cab.

FIGURE 3-1. HYDRAULIC BRAKE CABINET
1. Rear Brake Accumulator 11. BF & BR Test Port 19. Automatic Apply Valve
2. Charging Valve (Front & Rear Brake) 20. Bleed Down Valve
3. Front Brake Accumulator 12. Stop Light Switch (Rear Brake Accumulator)
4. Park Brake Pressure Reducer Valve 13. Brake Lock Shuttle Valve 21. Brake Manifold
5. Hoist Pilot Valve 14. Brake Lock Pressure 22. Low Brake Accumulator Pres-
6. Hoist Pilot Manifold Reducing Valve sure Switch
7. Hoist-Up Limit Solenoid 15. Brake Lock Solenoid 23. Park Brake Pressure Switch
8. Pilot Operated Check Valve 16. Park Brake Solenoid 24. Brake Warning Delay Timer
9. Brake Lock Degradation 17. Bleed Down Valve 25. Brake Warning Light Relay
Pressure Switch (Front Brake Accumulator) 26. Park Brake Test Port
10. Junction Block 18. Accumulator Test Port 27. Pressure Sensor (VHMS)

SECONDARY BRAKING AND Normal Operation (key switch on, engine run-
AUTOMATIC APPLY ning)
A fundamental function of the brake system is to pro- • Directional Control Lever in Park Position
vide reserve braking in the event of any single failure. The parking brake solenoid (16) is de-energized.
For this reason, the system is divided into multiple The oil pressure in the parking brake lines return
circuits, each with its own isolation check valve, to tank and the springs in the parking brake will
accumulator, and circuit regulator. The secondary apply the brake. The parking brake pressure
system becomes whatever circuit(s) is operable after switch (23) will close at 8618 Kpa (1250 psi),
completing a path to ground, and illuminating the
a failure. If the failure is a jammed treadle valve, then
parking brake light on the instrument panel.
the brake lock becomes the secondary system, oth-
erwise, either of the two brake circuits would be the • Directional Control Lever Not in Park Position
secondary system. The parking brake solenoid is energized. The
pressure oil is routed from the park brake
The brake accumulators (1 & 3, Figure 2-1), (as solenoid, to the parking brake pressure regulator
described under service brake circuit) perform two (4) (reducer), then to the park brake pistons for
functions; rapid flow for good response and store release. The parking brake circuit is protected
energy for secondary braking. The circuit check against accidental apply by monitoring a wheel
valve assures this energy is retained should a failure motor speed sensor. The park brake with not
occur in brake system supply or an accumulator cir- apply until the truck is virtually stopped. This
cuit. eliminates brake pad damage.
• If the key switch is turned OFF (directional
If a failure occurs in the pump, steering or either
control lever in PARK), the park brake will not
brake accumulator circuit, a low brake pressure
apply until vehicle speed is less than 1/3 MPH,
warning light (on the instrument panel) and an audi- due to the monitoring of the wheel motor speed.
ble alarm (in the cab) will actuate and the vehicle
should be stopped as soon as practical. When the • If loss of hydraulic supply pressure occurs, with
pressure in one accumulator circuit is less than the the directional control lever not in PARK, the
parking brake solenoid will still be energized. The
preset level, all the service brakes will be automati-
hydraulic supply circuit is still open to the parking
cally applied. Automatic brake application is accom-
brake pistons. A check valve in the park brake
plished by the "Automatic Apply Valve" (PS1, 19), hydraulic supply circuit traps the oil, holding the
located in the brake manifold. This valve senses the parking brake in the release position.
lower brake accumulator pressure, and when the
pressure is less than 14 479 ± 520 kPa (2100 ± 75 NOTE: Normal internal leakage in the parking brake
psi), the valve shifts, operating the brake treadle solenoid and the pressure reducing valve may allow
valve and applying all the brakes full on. leakage of the trapped oil to return back to tank, and
eventually allow park brake application.
Regardless of the nature of location of a failure,
sensing the lowest brake accumulator circuit pres-
sure assures two to four full brake applications after • If 24 volt power to the solenoid is interrupted, the
the low brake warning light and buzzer, and before park brake will apply at any vehicle speed. The
automatic apply. This allows the operator the oppor- spring in the solenoid will cause it to shift,
tunity to safely stop the truck after the warning has opening a path for the oil pressure in the park
turned on. brake line to return to tank and the springs in the
parking brake will apply the brake. The parking
brake pressure switch (23) will close, completing
a path to ground, and illuminating the parking
PARKING BRAKE CIRCUIT brake light on the instrument panel.
The parking brake is spring applied and hydraulically
released.
NOTE: Whenever the park brake solenoid is de-
energized, a spring in the solenoid valve will shift the
spool to the position to allow the park brake to be
applied.

BRAKE LOCK CIRCUIT • Brake Lock Degradation Switch (9, Figure 2-1)
Located on the junction block (10) in the brake
The primary function of the brake lock is to provide a cabinet. When the brake lock switch is turned
means for the operator to hold the vehicle while at ON, the brake warning light relay is energized.
the shovel or dump. The brake lock only applies the This switches the electrical connection to the low
rear service brakes. It may also provide a second brake lock pressure switch circuit. If the brake
means to stop the truck in the event the primary lock apply pressure is less than 6900 kPa (1000
means (treadle valve) malfunctions. psi), a path to ground will be completed and the
low brake pressure light and buzzer will turn on.
By turning on the dash mounted toggle switch, a
solenoid valve (15, Figure 2-1) and pressure reduc- NOTE: This switch (9) and pressure sensor (27) can
ing valve (PR2, 14) will apply unmodulated pressure be located in either port, and the operation will be the
oil at 10343 ± 517 kPa (1500 ± 75 psi) to fully actuate same. If pressure sensor (27) is in the location
the rear brakes. A shuttle valve (13) in the rear brake shown in Figure 3-1, there may be more clearance
line provides the independence from the brake trea- for the wires around other components.
dle valve for brake application.
• Brake Warning Relay (25)

Located in the brake cabinet. When the brake
WARNING CIRCUIT lock switch is turned ON, the brake warning light
The brake warning circuit is equipped with a low relay is energized. This switches the electrical
connection to include the low brake lock pressure
brake pressure warning light (on the overhead panel)
switch. When the brake lock switch is turned
and an audible alarm (in the cab) to alert the operator OFF, the relay is de-energized and switches the
of low brake pressures. Several electrical sensors, a connection away from the low brake lock apply
relay and delay timer are used to detect brake sys- pressure switch.
tem problems.
• Pressure Sensor, system supply pressure
Located below the bleed down manifold on a tee
fitting is the low steering pressure switch. When
system supply pressure drops below 15860 kPa
(2300 psi), the low steering pressure light, low
brake pressure light and buzzer will turn on.
• Pressure Sensor, low accumulator pressure
(22)
Located on the brake manifold. When the
accumulator with the lower hydraulic pressure
falls below 15860 kPa (2300 psi), the low brake
pressure light and buzzer will turn on.

FIGURE 3-2. BRAKE VALVE
(FULL CUT-AWAY)
1. Actuator Cap
2. Adjustment Collar
3. Actuator Base
4. Actuator Plunger
5. Wiper Seal
6. Poly-Pak Seal Assembly
7. Valve Body
8. Glyde Ring Assembly
9. Plunger Return Spring
10. Regulator Springs (B1)
11. Regulator Springs (B2)
12. Spring Seat
(B2 Parts 13-16)
(Front Brake)
13. Spool Return Spring
14. Regulator Spool
15. Regulator Sleeve
16. Reaction Plunger
(B1 Parts 17-20)

(Rear Brake)
17. Spool Return Spring
18. Regulator Spool
19. Regulator Sleeve
20. Reaction Plunger
21. Retainer Plug
22. Base Plate
1.
1.
A. Adjustment Collar
Contact Area
B. PX Port
C. Automatic Apply Piston Area
D. Tank Port
E. Orfice
F. Brake Apply Port
G. Reactionary Pressure Area
H. Supply Port

(PARTIAL CUT-AWAY)
1. Actuator Base
2. Brake Valve
3. Orfice Set-Screw

SECTION J3
BRAKE CIRCUIT COMPONENT SERVICE
INDEX
BRAKE CIRCUIT COMPONENT SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-3
BRAKE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Rebuild Criteria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-5
DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-7
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Actuator Base Threaded Inserts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-9
Boot and Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-9
Valve Body Seal Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Regulator Sleeve O-Ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-10
Actuator Plunger O-ring Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .J3-11
Assembly of Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-11
VALVE BENCH TEST AND ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-13
Test Set Up Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Brake Valve Output Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-14
Final Test and Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-15
Installation Of Brake Pedal Actuator Assembly to Brake Valve . . . . . . . . . . . . . . . . . . . . . . . .J3-17
BRAKE ASSEMBLIES WITH INTEGRAL MOUNTED ELECTRONIC RETARD PEDAL . . . . . J3-18
Installation of Retard Pedal To Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-18
J03034 Brake Circuit Component Service J3-1

HYDRAULIC BRAKE ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Brake Accumulator Bleed Down Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-19
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-21
Charging Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-23
BRAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Cleaning and Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-25
J3-2 Brake Circuit Component Service J03034

BRAKE CIRCUIT COMPONENT SERVICE
BRAKE VALVE
The brake valve is a pressure modulating valve,
actuated mechanically (brake pedal) or hydraulically
through the automatic apply valve (12, Figure 3-1).
The Brake Valve independently controls the pressure
delivered to the front and rear service brake assem-
blies. Apply pressure can be modulated from zero to
maximum braking effort by use of the foot pedal.
Rebuild Criteria
If any one of the following conditions exist, the brake
valve should be removed and repaired:
• Excessive cam rock in pedal actuator.
• Any sign of external leakage.
• Internal leakage at the tank port must be less
than 100 cc/minute with the valve in the released
position and system pressure supplied to the
"P1" and "P2" inlet ports.
• Tank port leakage must be less than 250 cc/
minute with valve pilot or manual applied at 20
685 kPa (3,000 psi) system pressure.
• Failure of the pedal to return to full release
position.
• Valve holds pressure when in the neutral
position.
• Varying output pressure with the pedal fully
depressed.
Removal
If the Brake Valve is to be removed from the vehicle
for repair or adjustment, additional equipment will be
required as outlined in disassembly, assembly. FIGURE 3-1. ACCUMULATORS AND BRAKE
NOTE: Minor repairs and service adjustment may not MANIFOLD
require the removal of the brake valve. 1. Rear Brake Accumulator
2. Charging Valve
3. Front Brake Accumulator
4. Charging Valve
5. Brake Lock Shuttle Valve
Before disconnecting pressure lines, replacing 6. Brake Lock Pressure Reducing Valve (PR1)
components in the hydraulic circuits, or install- 7. Park Brake Reducing Valve (PR2)
ing test gauges, always bleed down hydraulic 8. Brake Lock Solenoid
steering and brake accumulators. The steering 9. Park Brake Solenoid
accumulators can be bled down with engine shut 10. Park Brake Test Port
down, turning the key switch OFF and waiting 90 11. Bleed Down Valve (Front Brake Accumulator)
seconds. Confirm the steering pressure is 12. Automatic Apply Valve
released by turning the steering wheel - No front 13. Bleed Down Valve (Rear Brake Accumulator)
wheel movement should occur. Open bleed down 14. Accumulator Test Port (LAP1)
valves (10 & 12, Figure 3-1) located on the brake 15. Brake Manifold
manifold and allow both accumulators to bleed 16. Low Brake Accumulator Pressure Switch
down. 17. Park Brake Pressure Switch

3. Remove access panel in front of operator's cab.
4. Tag and remove all hydraulic lines from brake
valve. Plug lines and ports to prevent possible
contamination. Remove all valve fittings.
Before disabling brake circuit, be sure truck 5. If equipped, remove retard pedal that is located
wheels are blocked to prevent possible roll-away. on brake pedal.
1. Securely block the wheels to prevent possible
roll-away.
2. Turn key switch OFF and allow 90 seconds for
steering system accumulators to bleed down.
Open valves (11 & 13, Figure 3-1) to bleed
down both brake accumulators.
FIGURE 3-2. SINGLE PEDAL BRAKE VALVE ASSEMBLY

1. Brake Valve 4. Bushings 7. Brake Pedal Actuator 10. Set Screw
2. Retainer Clip 5. Shims 8. Spring Assembly 11. Pedal Return Stop
3. Pivot Shaft 6. Foot Pad 9. Jam Nut

6. In the cab at the brake valve, remove cap NOTE: For best performance, charge the
screws and lockwashers securing the brake accumulators in the temperature conditions the
valve assembly to the mounting structure. vehicle is expected to operate in. During the
7. Slide brake valve downward and remove from precharge, allow temperature of the nitrogen gas to
cab. come into equilibrium with the ambient temperature.
8. Move brake valve assembly to a clean work 5. Close both accumulator bleed down valves
area for disassembly. after precharge is complete.
NOTE: To prevent excess oil from coming in contact
with the brake assemblies during the brake bleeding
Installation procedure, attach a hose to the bleeder screw. Direct
the hose into a container.
1. Move the brake valve assembly into position
and secure in place with cap screws and lock-
washers. Tighten cap screws to standard 6. Start the engine and bleed air from brake lines
torque. and brakes. Actuate the brake lock switch and
2. Remove plugs from brake valve assembly and open the uppermost bleeder screw on all rear
hydraulic lines. Install fittings and connect lines brake assemblies until a steady stream of oil
to brake valve assembly and tighten. appears. Close bleeder screw.
NOTE: Prior to checking the brake valve operation, 7. Release the brake lock switch and bleed the
the steering system must have the proper nitrogen remaining front brakes in the same manner by
precharge in the steering accumulators (refer to depressing the brake pedal. Check for fluid
Section L, "Hydraulic System" for steering leaks at the brake valve.
accumulator precharge procedure). In addition, the
brake system lines must be bled of air and the brake
accumulators must also be precharged with nitrogen
(refer to brake accumulator precharge procedures,
this section).
3. If equipped, install electronic retard pedal to
brake pedal (Figure 3-3).
4. With the engine shut down and key switch OFF,
open both brake accumulator bleed down
valves. Precharge both accumulators.

FIGURE 3-3. BRAKE VALVE WITH RETARD PEDAL
1. Brake Valve 7. Nylon Bearing 12. Pedal Structure 17. Brake Pedal Actuator
2. Retainer Clip 8. Pivot Shaft 13. Pad 18. Spring Pivot (Lower)
3. Pivot Shaft 9. Place 0.010 in. Shim 14. Nut 19. Spring
4. Bushings Here 15. Cap Screw 20. Spring Pivot (Top)
5. Shims 10. Jam Nut 16. Electronic Retard Pedal 21. Set Screw
6. Retainer Clip 11. Cap Screw Assembly 22. Jam Nut

DISASSEMBLY 5. Remove the four button head allen screws (3,
Figure 3-4) securing the boot retainer plate (4).
NOTE: If equipped with, and not already removed,
remove electronic retard pedal (16, Figure 3-3) from 6. Remove the boot retainer plate (4), boot (2),
brake pedal by removing pivot shaft (8). The rebuild and actuator cap (1) as an assembly by grasp-
and adjustment procedures for the brake valve (1) ing the boot and gently lifting from the valve
are the same, whether or not the brake pedal has the body.
retard pedal assembly attached to it. 7. Remove cap screws (31, Figure 3-5) and plate
(30).
NOTE: During disassembly, precision machined
parts should be ink marked or tagged to ensure 8. Remove and discard the O-ring (22) and face
proper reassembly and minimize adjustment time. All seal (23).
items must be placed back into the bores from which 9. Loosen plunger locknuts (2). Loosen the socket
they were removed. head cap screw from the adjustment collars (1).
1. Match mark each section of the brake valve 10. Unscrew and remove the adjustment collars.
prior to disassembly.
11. Remove the two socket head cap screws (5,
2. Drain all oil from all ports of the valve by rotating Figure 3-4) that retain the actuator base (6) to
the valve over a suitable container. the valve body.
3. Secure brake valve in upright position in a vice. 12. Remove the actuator base from the valve body.
4. Remove the brake pedal actuator (7, Figure 3-
13. Remove controller from vice.
2) by removing the retaining clips (2), then
remove the pivot shaft (3) with a punch and 14. Remove the four cap screws (29, Figure 3-5)
hammer. and washers (28) from the base of the valve.
15. Remove base plate (27).
16. With the valve upright, retaining plug (26)
should fall out. If the plug does not fall out,
lightly tap to dislodge the plug.
NOTE: The spools (8), reaction plungers (16, 17) and
spool return springs (15) may fall out at this time.
Keep parts separate so they may be installed in the
same bores from which they were removed. The "B1"
reaction plunger (16) is larger than the "B2" reaction
plunger (17).
17. Remove and discard the O-ring (25) from the
counterbore in the base of the valve body.
18. With the controller upright on the work bench,
hold the valve with one hand and push the "B1"
actuator plunger (2) down with the other hand
until the regulator sleeve (14) becomes loose.
19. Repeat the above procedure to loosen the "B2"
regulator sleeve.
20. Turn the valve on its side on the work bench
and remove both regulator sleeves (14) from
the valve body.
FIGURE 3-4. ACTUATOR CAP & BOOT

1. Actuator Cap 5. Cap Screw
2. Boot 6. Actuator Base
3. Cap Screw 7. Threaded Insert
4. Retainer Plate

1. Adjustment Collar 9. Back-up Ring 17. Reaction Plunger (B2) 25. O-Ring
2. Actuator Plunger 10. O-Ring 18. Wiper Seal 26. Retaining Plug
3. Glyde Ring Assembly 11. Back-up Ring 19. Back-up Ring 27. Base Plate
4. Plunger Return Spring 12. O-Ring 20. Poly-Pak Seal 28. Washer
5. Regulator Springs 13. O-Ring 21. Valve Body 29. Cap Screw
6. Regulator Springs 14. Regulator Sleeve 22. O-Ring 30. Plate
7. Spring Seats 15. Spool Return Spring 23. Face Seals 31. Cap Screw
8. Regulator Spool 16. Reaction Plunger (B1) 24. Set Screw Orifice Plug

NOTE: Throughout the following steps, it is important 4. Inspect each spring carefully for cracks or
to keep the circuits and circuit components identified breaks. Any spring with a crack or break must
as to which side of the unit they came from. For a be replaced. Also, if the valve was not reaching
given circuit, all the components have a tolerance proper regulated pressure, replace all regulator
stack which could vary. Keep the "B1" and "B2" parts springs.
separate. Springs (5 & 6) are also different in "B1" 5. Inspect the threaded inserts (7, Figure 3-4) in
and "B2" bores. the actuator base. If any of the threads are
21. Remove the regulator spools (8), reaction damaged, the inserts must be replaced.
plungers (16, 17) and spool return springs (15) 6. Lubricate all parts with a thin coat of clean type
from the regulator sleeves (14). C-4 hydraulic oil. Take care to keep compo-
22. Remove the plunger return springs (4), regula- nents protected from contamination.
tor springs (5 & 6), and spring seats (7) from the
valve body. ASSEMBLY
23. Remove the actuator plungers (2) by pushing Actuator Base Threaded Inserts
down (toward the bottom of the valve) on the 1. If any inserts (7, Figure 3-4) were removed from
actuator plunger with your hand until the actua- the actuator base (6), position the actuator base
tor plunger slides out. upside down on the work bench and support
24. Remove the glyde ring assembly (3) from the directly under each of the four floor mounting
actuator plunger. holes.
25. Remove the O-rings (10, 12 & 13) and teflon 2. Install the threaded inserts into the actuator
back-up rings (9 & 11) from the regulator base by tapping lightly with a small hammer
sleeves and discard. until the insert flanges become flush with the
actuator base. Be sure the base is supported to
26. Remove the wiper seals (18), poly-pak seals avoid breaking the base.
(20), and the orange back-up rings (19) from
the actuator section of the valve and discard. 3. Thoroughly clean the actuator base and set
aside.
Boot and Cap

1. Examine the boot (2, Figure 3-4) for any cracks,
1. Clean all metal parts with solvent and air dry. tears, or other damage. If damage is evident,
2. Inspect the plunger (2, Figure 3-5) for wear on the boot must be replaced To replace the boot,
the sides where it moves through the seals. If follow the procedure below.
axial grooves are seen or if any wear is appar- 2. Remove the boot from the actuator cap (1) and
ent, replace the plunger. Plungers with diameter discard the old boot. Thoroughly clean the sides
worn below 18.974 mm (0.747 in.) must be of the cap by scraping the lip where the cap
replaced. contacts the boot. Use a knife or suitable
3. Place the regulating spool (8) into its sleeve scraper. Clean thoroughly to remove all residual
(14). Push the spool lightly through the sleeve. adhesive or particles of the old boot.
The spool must be able to move freely and 3. Apply a thin bead of Loctite Prism 410 onto the
smoothly the entire length of the sleeve. If it upper sides of the cap. Apply the bead to the
cannot, it must be replaced. Never replace just two long sides only. Do not apply it to the
the spool or sleeve. They must be replaced as a rounded ends, these must not be sealed to
matched set. allow the boot to breathe.
4. Carefully position the cap into the new boot
groove wiping off the excess glue.
5. Position the boot such that it conforms to the
contour of the cap, then set aside. Adhesive
requires about 30 minutes to cure.

FIGURE 3-7. SLEEVE SEAL PLACEMENT
1. Back-Up Ring 4. Back-Up Ring
2. O-Ring 5. O-Ring
3. Regulator Sleeve 6. O-Ring
Regulator Sleeve O-Ring Installation

FIGURE 3-6. VALVE BODY SEAL INSTALLATION
1. Install O-ring (2, Figure 3-7) onto the smallest
1. Actuator Plunger 4. Back-Up Ring
groove (on the top) of the regulator sleeve (3).
2. Valve Body 5. Wiper Seal
Install O-ring (5) onto the middle groove on the
3. Poly-Pak Seal 6. Actuator Base
regulator sleeve. Install O-ring (6) onto the larg-
est groove (on the bottom) on the regulator
sleeve.
Valve Body Seal Installation 2. Install a split nylon back-up ring (4) onto each
1. Install the poly-pak seal (3, Figure 3-6) in the side of O-ring (5) located in the middle of the
seal groove first. Position the seal in the groove regulator sleeve.
so that the internal O-ring inside the poly-pak 3. Install one split nylon back-up ring behind the
seal is facing down toward the bottom of the O-ring (2) located at the top end of the sleeve.
valve. This O-ring is the smallest of the three O-rings.
2. Make sure the internal O-ring is still seated Position the back-up ring so that it is next to the
inside the poly-pak seal (3) and did not get dis- top of the regulator sleeve. The top of the
lodged during installation. Position the poly-pak sleeve is the end with the smallest O.D.
seal to the bottom of the groove. 4. Repeat Steps 1-3 for the second regulator
3. Install the orange back-up ring (4) on top of the sleeve.
poly-pak seal. Start by hand and then continue
to work into the groove either by hand or by
using an O-ring installation tool.
4. Install the wiper seal (5) in the top counterbore.
Position the seal in the groove so that the regis-
ter lip is facing up toward the actuator.
5. Repeat Steps 1- 4 for the second bore.

Actuator Plunger O-ring Installation 5. Lightly lubricate the regulator spool (8).
1. Install an O-ring (3, Figure 3-5) into the O-ring 6. Install the regulator spool into the regulator
groove located at the large diameter end of the sleeve (14). The spherical end of the spool
actuation plunger (2). should be at the top of the regulator sleeve. The
top of the sleeve is the end with the smallest
2. Install a split Glyde ring over the O-ring. (Twist
O.D.
and squeeze the split Glyde ring into a small cir-
cle before installing to insure a tight fit over the
O-ring).
Assembly of Valve
NOTE: Start with either side (circuit) of the valve and
build that side complete through Step 4 before
starting on the other side (circuit). Be careful to
assemble components into the circuit from which
they were removed.
1. Lightly lubricate the actuation plunger Glyde

ring (3, Figure 3-5).
2. Install the "B1" actuation plunger (2) into the
"B1" circuit. Be careful not to damage or cut the FIGURE 3-8. GLYDE RING INSTALLATION
Glyde ring during installation. Observe the 1. Actuator Plunger 3. Glyde Ring
Glyde ring assembly through the tank port as 2. Valve Body 4. Sharp Edges
the plunger is being installed. (Refer to Figure
3-8) It may be necessary to work the Glyde NOTE: Check to insure that the spool will slide
rings past the sharp edge in the body to prevent smoothly and freely. Replace the entire sleeve
damage to the seal. Make sure the actuation assembly and spool, if the spool does not slide
plunger is completely seated and bottomed. smoothly and freely.
3. Repeat Steps 1 through 4 for the "B2" actuation
plunger. 7. Remove spool from sleeve before installing
4. Install the plunger return spring (4, Figure 3-5), sleeve into body.
regulator springs (5 & 6) and spring seat (7) into 8. Lightly lubricate the O-rings (10, 12, & 13) on
the appropriate circuit. If spring seat does not the regulator sleeve.
seat correctly on top of the control spring, lightly
shake the valve to correctly position the spring 9. Install the regulator sleeve assembly into the
seat. correct circuit in the valve. Make sure the spring
seat is correctly seated in the regulator spring
before installing the regulator sleeve assembly.
Push sleeve into bore until sleeve retaining
flange at the base of sleeve contacts the valve
body.

10. Install the spool return spring (15) into spool (8). 16. Install the base plate (27) on top of the retainer
plug. Tighten the four allen screws (29) evenly,
11. Insert reaction plunger (16 or 17) into regulator
alternating diagonally, to evenly seat the regula-
spool.
tor sleeve assembly. Tighten to 15.8 - 16.9 N·m
12. Install regulator spool (8) into regulator sleeve (140 - 150 in. lbs) torque.
(14).
17. Using a new O-ring (22, Figure 3-5) and seal
13. Repeat Steps 4 through 12 for the second cir- (28), install plate (30) on valve body.
cuit.
18. Install the actuator base (6, Figure 3-4) on top of
14. Lightly lubricate the large retainer plate O-ring the valve. Make sure to position properly for
(25) and install into the counter bore in the bot- correct port direction. Tighten the two socket
tom end of the valve. head cap screws (5) and tighten to 20.3 - 21.5
15. Install the retainer plug (26) into the counter N·m (180 - 190 in. lbs) torque.
bore on the bottom of the valve. Make sure 19. Screw the adjustment collars (1, Figure 3-5)
steps on the retainer plug are facing the counter onto the top of the actuation plungers. Screw all
bore or toward the top of the valve. the way down until they bottom on the threads.

VALVE BENCH TEST AND ADJUSTMENT • Hose fittings for valve ports:
Port PX is 7/16 in. - 4 SAE.
The following parts and test equipment will be
Ports P1, P2, B1 and B2 are 3/4 in. - 8 SAE.
required to completely bench test and adjust the dual
Port T is 1 1/16 in. - 12 SAE.
control treadle valve. Differential pressure switch
operation can also be tested. • Ohmmeter
• Pressure gauges (3), 0-to-24 132 kPa (3,500 NOTE: It is possible to check the pressures with the
psi). brake valve installed and connected to the vehicle.
Remove the brake pedal assembly and actuator cap
• Hydraulic pressure supply, regulated to 22 064
kPa (3,200 psi). and boot assembly to adjust individual brake circuit
pressures.
• Hydraulic test stand, Refer to Figure 3-9.
FIGURE 3-9. TEST BENCH SET UP
1. Motor 5. Needle Valve 9. Simulated Brake Volume

2. Pump 6. Brake Valve 10. Rear Brake Pressure Gauge
3. System Pressure Gauge 7. Front Brake Pressure Gauge 11. Relief Valve
4. Needle Valve 8. Shut Off Valves
NOTE: Shut off valves (8) for tests not requiring simulated brake loads, such as circuit tracking.
NOTE: B1 Cylinder must be capable of a 10 cubic inch maximum displacement.
NOTE: B2 Cylinder must be capable of a 20 cubic inch maximum displacement.

Test Set Up Procedure Brake Valve Output Pressure Adjustment
1. Position the valve in the fixture to allow plung- 1. Install the pedal pivot shaft pin in the actuator
ers to be activated by hand using a lever (refer base by itself without installing the pedal
to Figure 3-9). assembly.
2. Attach the pilot input supply pressure to the pilot 2. By taking a screw driver or pry bar and placing it
port labeled "PX" on the rear of the valve. under the pivot pin and on top of the threaded
3. Attach the main supply input pressure to the O- plunger assembly, each circuit can be actuated
ring ports on the rear of the valve labeled "P1" individually. Refer to Figure 3-9.
and "P2". 3. Gradually apply pressure on each circuit (one at
4. Attach the tank return line to the O-ring port a time) to check for leaks around the plunger.
labeled "T" on the rear of the valve. Make sure the adjustment collar is screwed all
the way down on the threads.
5. Attach the O-ring regulated output ports "B1"
and "B2" to the test lines. Pressure monitoring 4. "B1" Adjustment: Adjust the adjustment collar
devices in these two lines must be capable of up (counter-clockwise) starting with one turn
24 132 kPa (3,500 psi). Connect all ports. The increments until the output pressure at port "B1"
connections should be according to the diagram is 10 894 ± 517 kPa (1,580 ± 75 psi) with the
shown in Figure 3-9. All ports must be used and adjustment collar contacting the actuator base
connected. (fully actuated). Fine adjustment will require
turning the collar only in 1/8 turn increments.
5. "B2" Adjustment: Adjust the adjustment collar
up (counter-clockwise) starting with one turn
increments until the output pressure at "B2" is
All ports must be used. Relieve pressure before
20 685 -0/+1 034 kPa (3,000 -0/+150 psi) with
disconnecting hydraulic and other lines. Tighten
the adjustment collar contacting the actuator
all connections before applying pressure.
base (fully actuated). Fine adjustment will
Avoid spillage and contamination! Avoid contact
require turning the collar in 1/8 turn increments.
with hot oil if the machine has been operating.
The oil will be at very high pressure. 6. Tighten the setscrews in the adjustment collars
Hydraulic fluid escaping under pressure can to 2.8 - 3.4 N·m (25 - 30 in. lbs) torque. The
have sufficient force to enter a person's body by entire plunger may have to be rotated to get to
penetrating the skin and cause serious injury and the cap screws.
possibly death if proper medical treatment by a 7. Check pressures again after tightening the set
physician familiar with this injury is not received screws. If the pressures have moved out of
immediately. specified range, loosen the appropriate set
6. Start hydraulic pump and regulate output pres- screw and re-adjust.
sure to 22 064 kPa (3,200 psi) at pressure 8. Cycle each circuit 50 times using pilot apply.
gauge (3). Pressure gauges (7 & 10) should This is done by closing needle valve (5) and
read zero. opening needle valve (4). Read pressure on
7. Set pilot supply pressure on test stand to 22 gauges (7 & 10). Close valve (4) and open
064 kPa (3,200 psi) valve (5). The pressure gauges (7 & 10) should
indicate 0 pressure.
8. Return line pressure during this test is not to
exceed 34 kPa (5 psi).
9. Test the valve with ISO grade hydraulic oil at
49° ± 3° C (120° ± 10° F).

9. Recheck pressures after cycling. If they have 13. With test stand pump adjusted for 22 064 kPa
changed, re-adjust pressures. (3,200 psi) or with engine running and brake
system supply pressure at or above 20 685 kPa
10. Shut down the test bench and relieve all
(3,000 psi), depress the pedal as quickly as
hydraulic pressure from the lines.
possible. The pressure on the output circuits
must reach the minimum pressure listed below
at port "B1" and port "B2" within 1.0 seconds.
Measurement of time begins the moment force
is applied to move the pedal.
Avoid spillage and contamination! Avoid contact
with hot oil if the machine has been operating. Rear Brake - "B1" ("BR" on truck): 10 894 ±
The oil will be at very high pressure. 517 kPa (1,580 ± 75 psi)
Front Brake - "B2" ("BF" on truck): 20 685 ±
Hydraulic fluid escaping under pressure can 1034 kPa (3,000 ± 150 psi)
have sufficient force to enter a person's body by
14. With "B1" and "B2" plugged into a strip chart
penetrating the skin and cause serious injury and
recorder, (if available) check the modulation by
possibly death if proper medical treatment by a
slowly applying pressure until the maximum
physician familiar with this injury is not received
pressure is reached. Make sure the pressure
immediately.
increase is smooth and no sticking of the spools
11. Remove hoses from valve and remove valve is observed. Fully depress the pedal. Pressures
from test stand. Refer to instructions below for must remain within specification at "B1" and
pedal actuator installation prior to final test. "B2" for 20 seconds.
15. Turn set screw (10, Figure 3-10) out (counter-
clockwise) so that set screw is not touching the
Final Test and Adjustment actuator cap. Apply Locktite® 242 to the adjust-
The brake pedal actuator must be installed on the ment screw prior to setting the deadband.
brake valve body prior to final test and adjustment. 16. Set the deadband by placing a 0.25 mm (0.010
Refer to "Installation of Brake Pedal actuator to in.) thick shim at location (11) between the
Brake Valve" pedal structure and return stop boss on pivot
NOTE: The "Final Test and Adjustment" procedure structure.
can also be performed with the brake valve installed 17. Turn the set screw (10) in (clock-wise) just until
in the truck. To perform final test with brake valve the set screw is touching the cap.
mounted in the truck, install valve per instructions in
18. Continue turning the set screw clock-wise until
"Installation". Install 24 132 kPa (3,500 psi) gauges
pressure begins to rise on one of the brake
at the BF and BR diagnostic test connectors in the
apply pressure gauges.
brake cabinet. Follow steps 18. - 29 below for final
test. 19. Back-off the set screw 1/8 turn (counter-clock-
wise).
12. Reinstall brake valve (with actuator pedal
attached) on the test stand following steps 2 20. Tighten the jam nut (9) and remove the shim
through 9 under "Test Setup Procedure". stock inserted in step 21.

21. Fully stroke the brake pedal actuator to check 23. Check internal leakage at port "T". Leakage
that output pressure at port "B1" and "B2" are must be less than 100 cc/minute with the valve
within specifications. in the released position and system pressure
supplied to the "P1" and "P2" inlet ports.
NOTE: If pedal is adjusted properly, the spring and
spring pivots will not interfere with pedal travel. 24. "T" port leakage must be less than 250 cc/
minute with valve pilot pressure or manual
22. If pressure is not within specifications, re-adjust.
applied.
If pressure is within specifications, apply a few
drops of Locktite to the jam nut.

Installation Of Brake Pedal Actuator Assembly to
Brake Valve
1. Install jam nut (9, Figure 3-10) and set screw
(10) to brake pedal actuator (7).
2. Insert nylon bushings (4) into brake pedal actu- Be sure to install spring assembly correctly, with
ator. larger ball socket end pointing to the pedal struc-
3. Install one retaining clip (2) to one end of pivot ture and smaller end toward the valve assembly.
shaft. NOTE: If pedal is adjusted properly, the spring
4. Align pedal structure to brake valve (1) and par- assembly will not interfere with pedal travel.
tially insert pivot pin. Move pedal structure to
The spring and spring pivots are different for
the "B2" side of valve and insert shims (5)
pedals equipped with and without the electric
between pedal structure and brake valve ear to
retard pedal mounted to the brake pedal. DO NOT
fill gap. Fully insert the pivot shaft (3). Install the
interchange the springs or spring pivots.
remaining retainer clip (2).
5. Assemble spring assembly (8) and install com-
plete assembly to brake pedal actuator as
shown.
FIGURE 3-10. SINGLE PEDAL BRAKE VALVE ASSEMBLY

1. Brake Valve 4. Bushings 7. Brake Pedal Actuator 10. Setscrew
2. Retainer Clip 5. Shims 8. Spring Assembly 11. Pedal Return Stop
3. Pivot Shaft 6. Foot Pad 9. Jam Nut

BRAKE ASSEMBLIES WITH INTEGRAL 1. Install nylon bearings (7, Figure 3-11) in retard
MOUNTED ELECTRONIC RETARD PEDAL pedal.
(Dual Function Pedal) 2. Install retard pedal (16) to brake pedal actuator
(17) with pivot shaft (8). Install two retainer clips
Installation of Retard Pedal To Brake Pedal
(6).
Follow Installation Of Brake Pedal Actuator Assem- 3. With jam nut (10) loose, adjust cap screw (11)
bly to Brake Valve instructions on previous page. until roller on retard pedal just contacts the
Although the brake pedal actuator structure (7, Fig- brake pedal actuator. Tighten jam nut (10).
ure 3-10 & 17, Figure 3-11) is different on each valve,
4. Connect wiring harness to retard pedal.
the assembly procedure is identical.
FIGURE 3-11. BRAKE VALVE WITH RETARD PEDAL
1. Brake Valve 7. Nylon Bearing 13. Pad 18. Spring Pivot (Lower)
2. Retainer Clip 8. Pivot Shaft 14. Nut 19. Spring
3. Pivot Shaft 9. Insert 0.025 in. Shim 15. Cap Screw 20. Spring Pivot (Top)
4. Bushings 10. Jam Nut 16. Electronic Retard 21. Set Screw
5. Shims 11. Cap Screw Pedal Assembly 22. Jam Nut
6. Retainer Clip 12. Pedal Structure 17. Brake Pedal Actuator

HYDRAULIC BRAKE ACCUMULATORS
There are two hydraulic brake accumulators located
on the brake manifold in the brake control cabinet
behind the operator's cab. Both accumulators are
9.51 l (2.5 gal) capacity. The right one supplies the
pressure necessary for actuation of the front service
brakes. The left accumulator supplies pressure to
activate the rear service brakes.
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line from the accumula-
tors or brake system until all hydraulic pressure
has been manually drained from accumulators. FIGURE 3-12. VALVE CORE REMOVAL
Open manual drain valves located on the brake
Installation
manifold in the brake cabinet to drain pressur-
ized oil. The manual bleeddown valve for the rear 1. After service repairs or bench test has been
accumulator is identified as "NV1". The manual completed, move the accumulators to the brake
bleeddown valve for the front accumulator is control cabinet. DO NOT precharge accumula-
identified as "NV2". tors on the bench test.
2. Position the accumulators on the brake mani-
fold. Tighten fittings securely. Install mounting
Brake Accumulator Bleed Down Procedure brackets. Secure mounting brackets in place
The brake accumulators can be bled down by rotat- with cap screws and lockwashers. Tighten cap
ing the manual bleeddown valves (NV1 and NV2) screws to standard torque.
counterclockwise. The valves are located on the 3. Refer to Charging Procedure in this section.
brake manifold in the hydraulic brake cabinet. 4. Replace Dyna-seal and valve guard on top of
1. Turn manual bleed down handles counterclock- accumulators.
wise to open valves.
Disassembly
2. Confirm accumulators are bled down by apply-
ing the Brake Lock switch (key switch ON, 1. Securely clamp accumulator (preferably in a
engine shut down) and applying service brake chain vise). Make sure accumulator shell is suit-
pedal. The service brake light should not come ably protected by strips of padding or soft metal
on. on vise base.
3. Close bleeddown valves by rotating clockwise. 2. Remove core from gas valve using valve core
tool. (Refer to Figure 3-12).
Removal 3. Remove pipe plug from plug & poppet.
1. Shut down engine and exhaust all hydraulic
pressure from the system by opening accumu-
lator manual drain valves.
2. Remove the valve guard and Dyna-seal from
top of accumulators.
3. Depress valve core to release gas precharge
pressure from accumulator bladder. (Refer to
Figure 3-12).
4. Remove accumulator mounting bracket.
Loosen and remove accumulator from the
brake manifold. Plug opening on brake manifold
to prevent contamination.
5. Transfer accumulator to work area.

4. Remove locknut from plug and poppet assem-
bly using a spanner wrench and an adjustable
wrench. One for torque and one for counter-
torque to prevent the poppet assembly from
rotating. (Refer to Figure 3-13).
5. Remove spacer, Figure 3-14.
6. With palm of hand, push plug and poppet
assembly into the shell.
7. Insert hand into shell and remove O-ring,
washer and anti-extrusion ring from plug. Fold
anti-extrusion ring to enable removal. (Refer to
Figure 3-15).
8. Remove plug and poppet assembly from shell.
(Refer to Figure 3-16.)
FIGURE 3-15. ANTI-EXTRUSION RING
REMOVAL
FIGURE 3-16. PLUG AND POPPET REMOVAL

9. With wrench on valve stem flats, remove the nut
FIGURE 3-13. LOCKNUT REMOVAL
from the valve stem.
10. Insert hand into shell fluid opening. Depress
bag and eliminate as much gas pressure as
possible.
11. Grasp heel of the bladder and withdraw from
shell. (Refer to Figure 3-17).
FIGURE 3-14. SPACER REMOVAL
FIGURE 3-17. BLADDER REMOVAL

Cleaning and Inspection 6. Pull bladder pull rod out of shell with one hand
while feeding bladder into shell with other hand.
1. All metal parts should be cleaned with a clean-
ing agent.
2. Seals and soft parts should be wiped clean.
3. Inflate bladder to normal size. Wash bladder
with a soap solution. If soap solution bubbles,
discard bladder. After testing, deflate bladder
immediately.
4. Inspect assembly for damage; check the poppet
plunger to see that it spins freely and functions
properly.
5. Check anti-extrusion ring and soft seals for
damage and wear; replace all worn or damaged
seals with original equipment seals. FIGURE 3-18. BLADDER INSTALLATION
6. After shell has been cleaned with a cleansing
agent, check the inside and outside of shell.
Special attention should be given to the area 7. Position name plate over valve stem and install
where the gas valve and hydraulic assembly valve stem nut by hand (Figure 3-19). Remove
pass through the shell. Any nicks or damages in bladder pull rod.
this area could destroy the accumulator bladder 8. Hold bladder valve stem on the flats with a
or damage new seals. If this area is pitted con- wrench and tighten nut (5) securely.
sult your Komatsu Service Manager.
Assembly
Assemble the accumulator in a dust and lint free

area. Maintain complete cleanliness during
assembly to prevent possible contamination.
1. After shell has been cleaned and inspected,
place accumulator shell in vise or on table.
2. Thoroughly coat the inside of the accumulator
shell with a liberal amount of clean hydraulic oil
to lubricate and cushion the bladder. Make sure
the entire internal of the shell is lubricated.
3. With bladder assembly on bench, expel all air to
completely collapse bladder and fold bladder
longitudinally into a compact roll. To maintain
rolled condition of bladder, install gas valve core
into the valve stem, thereby preventing air from FIGURE 3-19. VALVE STEM INSTALLATION
entering the bladder.
4. Attach bladder pull rod to bladder valve stem.
5. Pass bladder pull rod through shell oil port and
out through valve stem opening. (Refer to Fig- 9. Grasp threaded section of plug and insert pop-
ure 3-18). pet end into shell mouth
10. Install anti-extrusion ring inside shell. Fold anti-
extrusion ring to enable insertion into shell.
Place anti-extrusion ring on plug and poppet
assembly with its steel collar toward shell
mouth.

11. Withdraw threaded end of plug through shell 15. Install O-ring over plug and poppet assembly
opening. (Refer to Figure 3-20). and push until seated.
DO NOT TWIST O-RING.

16. Install spacer with smaller diameter of the
shoulder toward shell.
17. Install locknut on plug and poppet assembly and
tighten securely. This will squeeze O-ring into
place. (Refer to Figure 3-22).
18. Install pipe plug into plug and poppet assembly.
19. Install accumulator on truck and charge accord-
ing to Charging Procedure.
FIGURE 3-20. PLUG ASSEMBLY
12. Pull plug until seated solidly into position on

shell opening.
13. Install valve core. Using dry nitrogen, slowly
pressurize bladder with sufficient pressure
[approximately 34 kPa (5 psi)] to hold plug and
poppet assembly in place.
14. Install washer onto plug and poppet assembly FIGURE 3-22. LOCKNUT INSTALLATION
and slide washer until seated against anti-extru-
sion ring. (Refer to Figure 3-21).
FIGURE 3-23. INSTALLATION/REMOVAL OF

“DYNA-SEAL
FIGURE 3-21. WASHER INSTALLATION
1. Dyna-Seal 3. Accumulator
2. Charging Valve

Charging Procedure 4. Proceed to inflate accumulator to 9653 ± 345
kPa (1400 ± 50 psi) pressure by slowly opening
1. Mount hose assembly gland nut on pressure
the pressure regulator valve on nitrogen cylin-
regulator.
der, closing it occasionally to allow needle on
pressure gauge to stabilize (thus giving accu-
rate reading of precharge pressure). When cor-
rect precharge has been reached, close
pressure regulator valve on nitrogen cylinder
Pure dry nitrogen is the only gas approved for securely.
use in brake accumulators. Accidental charging
of oxygen or any other gas in this component 5. Bleeder valve can be used to release any gas
may cause an explosion. Be sure pure dry nitro- pressure in excess of desired precharge.
gen gas is being used to charge accumulators. 6. Replace Dyna-seal and valve guard over valve
stem.
NOTE: Remove Dyna-seal or O-ring (if equipped)
prior to attaching connector to accumulator gas
valve. Refer to Figure 3-23. NOTE: For recharging only:
2. Attach swivel connector of hose assembly to
gas valve. Hand tighten sufficiently to compress Exhaust all hydraulic pressure from the system.
gasket swivel connector in order to prevent gas Remove valve guard and Dyna-seal. Then, follow
leakage. Charging Procedure, Steps 1 thru 6.
NOTE: If leakage is still present, replacement of the

small copper washer in the swivel connector may be
necessary.
3. Precharge bladder slowly to about 69 kPa (10

psi) before completely tightening the valve stem
nut. With wrench on valve stem flats, tighten
valve stem nut.

BRAKE MANIFOLD
Removal
If the brake manifold is leaking oil, a single O-Ring or
cartridge can be replaced while the manifold is still
located on the truck. See the DANGER warning
below.
Accumulators maintain high pressure. DO NOT

disconnect any hydraulic line or perform any ser-
vicing on any brake system component(s) until
all hydraulic pressure has been manually drained
from accumulators. Open manual drain valves
located on the brake manifold in the brake cabi-
net to drain pressurized oil. The manual bleed-
down valve for the rear accumulator is identified
as "NV1". The manual bleeddown valve for the
front accumulator is identified as "NV2".
Removal
1. Securely block the wheels to prevent possible
roll-away.
2. Turn key switch OFF and allow 90 seconds for
steering system accumulators to bleed down.
3. Bleed down brake accumulators by rotating the
manual bleeddown valves NV1 (13, Figure 3-
24) and NV2 (11) counterclockwise.
4. Confirm brake accumulators are bled down by FIGURE 3-24. ACCUMULATORS AND BRAKE
applying the Brake Lock switch (key switch ON, MANIFOLD
engine shut down) and applying service brake 1. Rear Brake Accumulator
pedal. The service brake light should not come 2. Charging Valve
on. 3. Front Brake Accumulator
5. Close the bleeddown valves by rotating clock- 4. Charging Valve
wise. 5. Brake Lock Shuttle Valve
6. Remove the valve guard and Dyna-seal from 6. Brake Lock Pressure Reducing Valve (PR1)
top of accumulators. 7. Check Valve (CV3)
8. Brake Lock Solenoid
7. Depress valve core to release gas precharge
9. Park Brake Solenoid
pressure from accumulators.
10. Park Brake Test Port
8. If a brake manifold cartridge is faulty or leaking 11. Bleed Down Valve (Front Brake Accumulator)
oil externally, remove the cartridge. Inspect O- 12. Automatic Apply Valve
ring and O-ring seat in the manifold. Replace O- 13. Bleed Down Valve (Rear Brake Accumulator)
ring or defective part(s). 14. Accumulator Test Port (LAP1)
15. Brake Manifold
16. Low Brake Accumulator Pressure Switch
17. Park Brake Pressure Switch

9. If the manifold has to be removed from the Assembly
truck, remove accumulators and disconnect 1. Install new O-rings on all components that were
hydraulic lines and wires necessary to allow removed from the manifold.
removal of the manifold.
2. Coat all bores, cartridges and O-rings with
10. Plug lines and ports to prevent possible contam- clean C-4 hydraulic oil.
ination.
3. Before installing Check Valve (7) or Reducing
11. Remove mounting hardware and move brake Valve (6), refer to Figure 3-25 for proper orifice
manifold to a clean work area for disassembly. disc installation. The orifice discs must be
installed in the direction shown for proper oper-
ation.
Installation a. Check Valve (7) orifice size - 1.58 mm (0.062
1. Install brake manifold in truck and tighten in.).
mounting hardware to standard torque. b. Reducing Valve (6) orifice size- 2.54 mm
2. Connect all lines and electrical connections to (0.100 in.).
proper locations. 4. Install all cartridges in the bores from which
3. Install brake accumulators. they were removed from and tighten securely.
4. Charge brake accumulators with nitrogen.
Refer to Charging Procedure in the brake accu-
mulator service area for complete charging
instructions.
5. Start truck and check for leaks and proper oper-
ation.
6. Shut down engine and check for proper oil level
in hydraulic tank.
Disassembly
1. Mark all plugs, valves and cartridges before
removal to insure proper assembly.
2. Remove plugs, valves and cartridges.
NOTE: Check Valve (7, Figure 3-24) and Reducing
Valve (6) both have an orifice disc located below
them. Do not mix these up, as the orifices are
different sizes.
Cleaning and Inspection.

1. After disassembly, clean all parts with an
approved cleaning solution.
2. Blow all parts dry with air and keep free from FIGURE 3-25. ORIFICE INSTALLATION
foreign matter. 1. Cartridge 3. Cavity
3. Replace all O-rings and any other items 2. Brake Manifold 4. Orifice Disc
deemed unsuitable for further usage.

NOTES:

SECTION J4
BRAKE CIRCUIT CHECK-OUT PROCEDURE
INDEX
BRAKE CIRCUIT CHECK-OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-3
EQUIPMENT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-5
INITIAL SYSTEM SET-UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-6
BRAKE SYSTEM CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
BRAKE LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
FAILURE MODES CHECK-OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-8
BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
KOMATSU CHECK-OUT PROCEDURE HYDRAULIC BRAKE SYSTEM DATA SHEET . . . . . . . . . . J4-12
J04036 Brake Circuit Check-Out Procedure J4-1

NOTES:
J4-2 Brake Circuit Check-Out Procedure J04036

BRAKE CIRCUIT CHECK-OUT PROCEDURE
The brake circuit hydraulic pressure is supplied from NOTE: If internal leakage within the steering circuit is
the steering circuit at the bleed down manifold. Some excessive, this also may contribute to problems
brake system problems, such as spongy brakes, within the brake circuit. Be certain that steering circuit
slow brake release, or abnormal operation of the leakage is not excessive before troubleshooting
overhead panel mounted "Low Brake Pressure" brake circuit. For Steering Circuit Test Procedure,
warning light can sometimes be traced to internal refer to Section "L", Hydraulic System.
leakage of brake components. If internal leakage is
suspected, refer to Brake Circuit Component Leak-
age Test.
FIGURE 3-1. HYDRAULIC BRAKE CABINET

1. Rear Brake Accumulator 11. BF & BR Test Port 20. Bleed Down Valve
2. Charging Valve (Front & Rear Brake) (Rear Brake Accumulator)
3. Front Brake Accumulator 12. Stop Light Switch 21. Brake Manifold
4. Park Brake Pressure Reducer 13. Brake Lock Shuttle Valve 22. Low Brake Accumulator
Valve 14. Brake Lock Pressure Pressure Switch
5. Hoist Pilot Valve Reducing Valve 23. Park Brake Pressure Switch
6. Hoist Pilot Manifold 15. Brake Lock Solenoid 24. Brake Warning Delay Timer
7. Hoist-Up Limit Solenoid 16. Park Brake Solenoid 25. Brake Warning Light Relay
8. Pilot Operated Check Valve 17. Bleed Down Valve 26. Park Brake Test Port
9. Brake Lock Low Pressure Switch (Front Brake Accumulator) 27. Pressure Sensor (VHMS)
10. Junction Block 18. Accumulator Test Port
19. Automatic Apply Valve

The steering circuit can be isolated from the brake The steering accumulator can be bled down with
circuit by removing the brake supply line from the engine shut down, turning key switch OFF, and wait-
bottom side of the bleeddown manifold (refer to ing 90 seconds. Confirm the steering pressure is
WARNING below). Plug the brake supply line and released by turning the steering wheel - No front
cap the port in the bleeddown manifold. wheel movement should occur. Fully open both
bleed down valves on brake manifold to bleed down
brake accumulators.
Before disconnecting pressure lines, replacing

components in the hydraulic circuits, or install-
ing test gauges, ALWAYS bleed down hydraulic
Before disabling brake circuit, be sure truck
steering and brake accumulators.
wheels are blocked to prevent possible roll away.
Hydraulic fluid escaping under pressure can
penetrating the skin and cause serious injury,
and possibly death, if proper medical treatment
by a physician familiar with this type of injury is
not received immediately.
FIGURE 3-2. BRAKE MANIFOLD

EQUIPMENT REQUIRED
Included on the last page of this module is a data
BRAKE CIRCUIT ABBREVIATIONS sheet to record the information observed during the
AA Automatic Apply Pressure hydraulic brake system check-out procedure. The
AF2 Accumulator, Front Brake data sheet can be removed, copied, and used during
the check-out procedure.
AF1 Supply Pressure to Dual Controller for
Front Brakes • Steps indicated in this manner should be
recorded on the data sheet for reference.
AR2 Accumulator, Rear Brake
The following equipment will be necessary to prop-
AR1 Supply Pressure to Dual Controller for
erly check-out the hydraulic brake circuit.
Rear Brakes
BF Brake Pressure, Front (11, Figure 4-1) a. Hydraulic brake schematic, refer to Section
R this manual.
BL Brake Lock Apply Pressure
b. Calibrated pressure gauges:
BR Brake Pressure, Rear (11, Figure 4-1)
-Three 0-34,475 kPa (0-5000 psi) range.
CV1 Check Valve, Rear
CV2 Check Valve, Front -Three 0-20,685 kPa (0-3000 psi) range.
CV3 Check Valve, Park Brake c. One PB6039 female quick disconnect and
hose long enough to reach from brake cabi-
LS1 Shuttle Valve
net to the inside of the operator's cab for
HS1 Low Pressure Emergency Apply Shut- each gauge.
tle Apply Valve
d. Accumulator charging kit (EB1759 or equiva-
LAP1 Pressure Tap Test Port lent) with gauges and dry nitrogen.
Low Accumulator Pressure
NOTE: A gas intensifier pump will be required, if
LAP2 Low Brake Pressure Switch using "T type" nitrogen bottles.
N.C., 15 858 ± 517 kPa (2300 ± 75 psi)
NV1 Rear Accumulator Manual Drain Valve
NV2 Front Accumulator Manual Drain Valve e. Clear plastic hose and bucket for bleeding
brakes.
ORF1 Orifice 1.57 mm (0.062 in.)
f. Volt/ohm meter with leads and two 61 mm
ORF2 Orifice 2.54 mm (0.100 in.) (24 inch) leads with alligator clips.
PK1 & 2 Park Brake Release Pressure
PP3 Pressure Tap Test Port
Brake Lock Pressure
PR1 Pressure Reducing Valve
PR2 Park Brake Pressure Regulator (To
Release)
PS1 Automatic Apply Valve
SP1 Supply Oil Inlet
SP3 Pressure Tap Test Port
Brake Circuit Supply Oil Pressure
SV1 Brake Lock Solenoid
SV2 Park Brake Solenoid
T1 & T3 Return to Tank

INITIAL SYSTEM SET-UP PARKING BRAKE
Prior to checking the brake system, the hydraulic NOTE: Move one of the pressure measuring
steering system must have proper accumulator pre- instruments from the BF or BR locations to the PK2
charge and be up to normal operating temperatures. test port above the Park Brake Solenoid.
Refer to Section "L" this manual for steering system 8. Actuate brake lock. Move directional control
operation procedures and specifications. With the lever to Neutral. Verify that Park Brake Status
steering system functioning properly, proceed as fol- Light indicates parking brake is released. Park
lows: brake release pressure should be 17,238 ± 690
kPa (2500 ± 100 psi).
1. Park truck on a level surface, then turn engine · Record on data sheet.
and key switch OFF. Place wheel chocks on 9. Turn brake lock switch OFF. Measure the lining
both sides of all wheels to prevent truck from to disc clearance with feeler gauge and record
moving during this procedure. the clearances.
2. Fully open each brake accumulator bleeddown · Record on data sheet.
valve and precharge both accumulators to 9653
kPa (1400 psi). Allow gas temperature to
approach ambient temperature before complet-
ing precharge process.
· Record on data sheet. If there is no clearance between a brake lining
and the disc, the brake will drag and overheat the
NOTE: For best performance, charge accumulators brake components, which may result in reduced
in the ambient conditions in which the machine will braking capability. Refer to ARMATURE SPEED
be operating. REAR DISC BRAKE chapter to service the brake
3. Close both accumulator bleeddown valves. caliper.
4. Install pressure gauges at: NOTE: If the rear brake calipers were just installed, a
a. Front Brake Test Port "BF" (brake cabinet) - parking brake adjuster may be out of adjustment
34,475 kPa (5000 psi) gauge. which can cause a brake lining to drag. Refer to
ARMATURE SPEED REAR DISC BRAKE chapter to
b. Rear Brake Test Port "BR" (brake cabinet) -
service the brake caliper.
34,475 kPa (5000 psi) gauge.
c. Low Accumulator Pressure Test Port "LAP1"
(brake manifold) - 34,475 kPa (5000 psi) 10. Move directional control lever to PARK.
gauge. 11. Return the pressure gauge to the BF or BR
5. Move directional control lever to PARK position. location from which it was removed.
Release brake lock.
6. Start engine. Observe rising brake pressures as
system charges. Brake pressure should begin
to fall when Auto Apply Valve releases. Brakes
should release at approximately 14,479 ± 690
kPa (2100 ± 100 psi) front and 10,894 ± 517
kPa (1580 ± 75 psi) rear.
· Record on data sheet.
7. If a brake caliper or brake line was replaced, the
brakes need to bled before proceeding. Partially
depress brake pedal and bleed air from bleed-
ers located at each brake caliper.

BRAKE SYSTEM CHECK-OUT BRAKE LOCK
NOTE: Unless otherwise specified, perform the 17. Disconnect wire harness from brake lock sole-
following checks with engine running, the directional noid, located on brake manifold in hydraulic
control lever in PARK and brake lock released. cabinet, and to the right of the PK2 port.
12. VERY SLOWLY depress brake pedal to check 18. Apply brake lock. Brake degradation switch
circuit tracking. Rear brake pressure must begin should activate the warning buzzer and low
to rise before front brake pressure. Rear brake brake pressure warning light.
pressure should be between 310 - 1413 kPa 19. Depress brake pedal until warning stops, then
(45 - 205 psi) when front brake pressure begins very slowly release the brake pedal until warn-
to rise. Force feedback of pedal on foot should ing resumes. Brake lock degradation switch
be smooth with no abnormal noise or mechani- should sound alarm when BR pressure drops to
cal roughness. 6895 ± 172 kPa (1000 ± 25 psi).
· Record on data sheet. · Record on data sheet.
20. Connect brake lock solenoid to wire harness.
13. Slowly depress brake pedal and check to see 21. Cycle brake lock several times to assure crisp
that brake indicator lamp and stop lights illumi- shift of solenoid valve and release of oil pres-
nate at 517 ± 34 kPa (75 ± 5 psi) rear brake sure.
pressure.
22. Apply brake lock and read brake pressures.
· Record on data sheet. Front pressure should be zero and rear pres-
14. Quickly and completely depress brake pedal sure should be 10343 ± 690 kPa (1500 ± 100
and check to see that front brake pressure is psi).
20685 ± 1034 kPa (3000 ± 150 psi) and that · Record on data sheet.
rear brake pressure is 10894 ± 517 kPa (1580 ±
75 psi) within one second of brake application.
Both brake circuit pressures must remain above
their minimum values for a minimum of 20 sec-
onds.
15. Release pedal, and within two seconds, assure
that each circuit's pressure is zero.
16. To check pedal free play, refer to the procedure
"Additional Testing and Adjustment (With brake
pedal installed)" in this Section J of the service
manual.
NOTE: Free play is defined by the gap between the
setscrew (in the pedal structure) and the actuator
cap. There must be a gap to prevent brake drag.

FAILURE MODES CHECK-OUT 27. Start engine to recharge hydraulic system.
23. Allow engine to run until low brake accumulator Allow engine to run until low brake accumulator
pressure stabilizes at or above 22,064 kPa pressure stabilizes at or above 22,064 kPa
(3,200 psi). (3,200 psi).
24. Shut engine down. Allow 90 seconds for the 28. Turn engine off. Allow the steering accumulator
steering accumulator to bleed completely down. to bleed completely down. Turn key switch ON.
Disable steering pressure switch from the brake Slowly open the rear brake accumulator bleed
warning circuit by unplugging the diode down valve and observe LAP1 pressure.
between circuits 33 and 33F. (This is diode 22 Record LAP1 pressure at set points for low
on diode board 1.) Turn key switch ON. After brake warning lamp and auto apply brake pres-
two minutes, record the low accumulator pressures. Also record front and rear brake pressure
sure (LAP1 port). If LAP1 pressure is below after auto apply.
17,927 kPa (2,600 psi), then leakage in the sys- · Record on data sheet.
tem is excessive and the source of the leakage
needs to be identified and repaired. NOTE: Verify that the low brake pressure lamp and
buzzer, and auto apply set points are within a 690
· Record on data sheet. kPa (100 psi) of those recorded in steps 25 and 26.
25. Slowly open the front brake accumulator bleed 29. Close the rear brake accumulator bleed down
down valve and observe LAP1 pressure. The valve.
Low Brake Pressure lamp and buzzer must
30. Enable the steering pressure switch by plugging
actuate at 15,859 ± 517 kPa (2300 ± 75 psi).
in the diode removed between circuits 33 and
· Record on data sheet. 33F.
26. Brake pressures should begin to rise (Auto 31. Start the engine to recharge hydraulic system.
Apply) when LAP1 reaches 14,479 kPa (2,100 Allow engine to run until low brake accumulator
± 100 psi). Close front brake accumulator bleed pressure stabilizes at or above 22,064 kPa
down valve. (3,200 psi).
· Record on data sheet. 32. Shut engine down. Do not allow steering accu-
mulator to bleed down. Make repeated slow,
complete brake applications with pedal until
auto apply comes on. Record the number of
brake applications prior to auto apply.
33. Remove all jumper wires, and gauges. This
concludes the brake check out procedure.

BRAKE CIRCUIT AND BRAKE VALVE TROUBLESHOOTING
POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
TROUBLE: The Brakes are Locked, Service and/or Parking

Parking brake solenoid is de-energized. Check power to solenoid
Connections to tank and pressure ports reversed. Correct the plumbing.
Parking brake solenoid coil defective. Replace coil.
Parking brake solenoid valve defective. Replace solenoid valve.
Tank line is plugged or restricted. Remove restriction.
TROUBLE: Both Brake Circuits are Dragging

Tank line has back pressure. Ensure tank line has no back pressure.
Pedal set screw out of adjustment; residual pres- Adjust pedal dead band with set screw.
sure.
TROUBLE: One Brake Circuit is Dragging

Obstruction in the brake valve subassembly. Remove obstruction.
Brake valve is out of balance. Adjust balance according to instructions.
Actuator piston defective. Replace piston.
Brake valve is defective. Rebuild or replace Brake Valve assembly.
TROUBLE: The Brakes are Not Going to Full Pressure

Internal malfunction of modulating section of Brake Remove, disassemble, clean, and inspect brake
Valve. valve.
Supply pressure is low. Check steering/brake pump system and accumula-
tors.
Improper collar adjustment inside brake valve. Adjust collars according to instructions.
TROUBLE: A Brake Accumulator Bleeds Off Quickly When Supply Pressure is Cut Off
Accumulator bleeddown valve is open. Close valve, check precharge.
Accumulator precharge is low. Recharge accumulator.
Leak in one circuit. Check plumbing.
Malfunction in brake valve. Remove, disassemble, clean, reassemble; or
replace.

TROUBLE: A Low Brake Pressure Warning Occurs When Brakes are Applied
Leak or other malfunction in one brake circuit. Inspect brake system and repair leaks.
Brake valve balance is out of adjustment. Adjust collars according to instructions.
TROUBLE: The Low Pressure Warning Circuit Not Operating Properly

The Low Brake Pressure lamp is burned out. Replace the bulb.
The circuit is open. Check the wiring.
Pressure switch defective. Replace the pressure switch.
TROUBLE: Low Pressure Warning is On Even Though System Pressure is Proper

Short in electrical system. Check wiring.
Pressure switch is defective. Replace the switch.
TROUBLE: Low Pressure Warning Comes On and Pressure is Low

Steering circuit is malfunctioning. Check steering circuit pressures.
The pump is worn. Rebuild or replace pump.
TROUBLE: A "Squeal" is Heard When Controller is Operated

Rapid operation of controller. Normal.
Brake Valve assembly is damaged. Replace the brake valve assembly.
Hydraulic oil is too hot. Check entire hydraulic system for restriction etc.
TROUBLE: The Output Pressure At Controller is Correct but Brakes are Not Applying
Brake lines are blocked or improperly connected. Check plumbing.
TROUBLE: The Brake Pressures Drift Excessively While Pedal is Held Steady
Contamination in brake valve assembly. Remove, disassemble, clean, reassemble; or
replace.
Damage in brake valve assembly. Repair or replace brake valve assembly.

TROUBLE: Oil is Leaking Around the Pedal Base
Defective seal on top of brake valve. Replace the seal.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Excessive internal leakage in a component. Check all steering and brake system components.
Accumulator precharge too high or too low. Check accumulator precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
Pump is worn. Rebuild or replace pump.
TROUBLE: The Pump Cycles Too Often Or Low Pressure Warning Comes On At Low Engine RPM
Leak in charge system. Check charge system.
Accumulators precharge too high or too low. Check accumulator precharge.
Brake Valve plumbed incorrectly. Correct plumbing.
Internal leakage in brake valve assembly. Replace brake valve assembly.
Pump is worn. Rebuild or replace pump.

KOMATSU CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
MACHINE MODEL_______UNIT NUMBER_________SERIAL NUMBER________________
Initial System Set-up

Operate Hydraulic Steering System to obtain proper operating temperature. Refer to Check-out Procedures.
STEP 2 _______________ Front brake accumulator charged to 9653 kPa (1400 psi).
_______________ Rear brake accumulator charged to 9653 kPa (1400 psi).
STEP 6 _______________ Front brake pressure when auto apply releases - approx. 14,479 ± 690 kPa
(2100 ± 100 psi).
_______________ Rear brake pressure when auto apply releases - approx. 10,894 ± 517 kPa
(1580 ± 75 psi).
Parking Brake
STEP 8 _______________ Park brake release pressure - 17,238 ± 690 kPa (2500 ± 100 psi).
STEP 9 _______________ Left outboard lining/disc gap.

_______________ Left inboard lining/disc gap.
_______________ Right outboard lining/disc gap.
_______________ Right inboard lining/disc gap.
Brake System
STEP 12 _______________ Rear brake pressure when front brake pressure begins to rise - 310 - 1413 kPa
(45 - 205 psi).
STEP 13 _______________ Rear brake pressure when stop lights illuminate - 517 ± 34 kPa (75 ± 5 psi).
STEP 14 _______________ Front brake pressure, pedal applied - 20,685 ± 1034 kPa (3000 ± 150 psi).
_______________ Rear brake pressure, pedal applied - 10,894 ± 517 kPa (1580 ± 75 psi).

KOMATSU CHECK-OUT PROCEDURE
HYDRAULIC BRAKE SYSTEM DATA SHEET
STEP 15 _______________ Front brake circuit pressure, pedal completely released - 0.
_______________ Rear brake circuit pressure, pedal completely released - 0.
Brake Lock
STEP 19 _______________ Low brake lock pressure warning alarm actuation - 6895 ± 172 kPa (1000 ± 25 psi).
STEP 22 _______________ Rear brake pressure when brake lock is applied - 10,343 ± 690 kPa
(1500 ± 100 psi).
Failure Mode Check-out

STEP 24 _______________ LAP1 pressure after 2 minutes - above 17,927 kPa (2,600 psi) is OK.
STEP 25 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 ± 517 kPa
(2300 ± 75 psi).
STEP 26 _______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 ± 100 psi).
STEP 28 _______________ LAP1 pressure when low brake pressure warning occurs - 15,859 ± 517 kPa
(2300 ± 75 psi). Should be within 690 kPa (100 psi) of Step 25.
_______________ LAP1 pressure when auto apply occurs - 14,479 kPa (2,100 ± 100 psi).
Should be within 690 kPa (100 psi) of Step 26.
_______________ Front brake pressure after auto apply occurs.
_______________ Rear brake pressure after auto apply occurs.
STEP 32 _______________ Number of applications prior to auto apply - must be 6 or more.
Name of Service Technician or Inspector doing check-out ___________________________________

NOTES

SECTION J5
FRONT BRAKES
INDEX
ROCKWELL WHEEL SPEED FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
BRAKE CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Caliper Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-6
BRAKE LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-7
FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE . . . . . . . . . . . . . . . . . . . . J5-9
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Front Brake Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
BRAKE BLEEDING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
J05024 10/06 Rockwell Wheel Speed Front Disc Brakes J5-1

NOTES
J5-2 Rockwell Wheel Speed Front Disc Brakes 10/06 J05024

ROCKWELL WHEEL SPEED FRONT DISC BRAKES
BRAKE CALIPER Caliper Removal
Each front wheel speed brake assembly has three* 1. Remove front tires and rims according to proce-
calipers on one disc. Each caliper has six pistons dure in Section G.
and two linings (three apply pistons and one lining for 2. If necessary, remove disc from front wheel hub.
each side of disc). Lining should be changed when Refer to Section G, Front Wheel Hub and Spin-
friction material is worn to 0.125 in. (3.22 mm) thick- dle Removal.
ness.
NOTE: Mark or tag each brake caliper assembly for
*NOTE: Some trucks may be equipped with FOUR reassembly at its correct location. Do not interchange
(4) Brake Calipers per wheel. Service and parts.
adjustment for these calipers are the same as
3. Open the brake bleed valves (2, Figure 5-3) at
presented here.
each caliper and bleed down the caliper by dis-
If inspection of front brake calipers and disc assem- connecting the two lower hoses at “T” connec-
bly indicate repair beyond lining replacement, it is tion (5 & 6, Figure 5-1). Drain the fluid into a
necessary to remove calipers and disc from front container. Do not reuse fluid.
wheel hub and spindle. Refer to Figure 5-4 for maxi- 4. Disconnect the top brake hose at “T” connec-
mum wear limits of front disc. tion (3).
Clean brake assemblies before performing any ser- 5. Disconnect and remove crossover tubes (2, 4,
vice. If brake has not accumulated excessive surface & 7).
dirt, preliminary cleaning can be done in the overhaul
area. However, preliminary cleaning should be done
before removal of pistons from housing.
• Cleaning may be done by brush or spray, using a
petroleum base cleaning solvent.
• Clean diesel fuel is acceptable for this operation.
• Cleaning should be thorough enough for
preliminary inspection and disassembly.
• Subassemblies should be blown dry with
compressed air after cleaning. Dust shields
should be wiped dry with a clean cloth.
• The use of vapor degreasing or steam cleaning
is not recommended for the brake assemblies
or the component parts. Moisture will cause parts
to rust.
Be certain that all wheels are securely blocked to

prevent truck from moving.
switch is OFF and drain valves on brake accumu- FIGURE 5-1. FRONT BRAKE ASSEMBLY
lators are opened and steering accumulators are 1. Brake Adapter 5. “T” Connection
bled down. Turn steering wheel to be sure steer- 2. Crossover Tube 6. “T” Connection
ing accumulators are completely bled down. 3. “T” Connection 7. Crossover Tube
4. Crossover Tube 8. Junction Block

Installation
Prior to brake caliper installation, refer to Brake Lin-
ing for wear limits regarding brake linings and brake
discs. If linings and/or disc is worn beyond accept-
able limits, replace the parts at this time.
1. After repair, cleaning and inspection of the
brake caliper, install each brake component to
its original location.
2. Install the inboard half of caliper assembly (2,
Figure 5-2) to the top leg of the brake caliper
support and secure caliper assembly with four
cap screws (6). Tighten cap screws to standard
torque.
3. Repeat Step 2. at the other two brake caliper
support legs.
4. Install the upper outboard half of brake caliper
assembly (2) to the top leg of the brake caliper
adapter (4) and secure with six cap screws,
washers and nuts (1 & 5). The pistons in both
caliper assemblies will collapse against the
brake disc. Tighten cap screws to standard
torque.
5. Install crossover tubes (2, 4 & 7, Figure 5-1).
Tighten crossover tube connections securely.
6. Install the three brake line hoses at each “T”
connection (3, 5 & 6).
FIGURE 5-2. DISC AND CALIPER ASSEMBLY
7. Refer to Brake Bleeding Procedures in this Sec-
1. Cap Screw/Flat- 6. Cap Screw/Flat- tion and bleed air from caliper assemblies.
washer washer
2. Brake Caliper 7. Spindle
3. Lining 8. Oil Drain
4. Brake Adapter 9. Cap Screw/Flat-
5. Nut & Flatwasher washer
6. Remove nuts and flatwashers (5, Figure 5-2)

and remove outboard half of brake caliper.
Remove cap screws and flatwashers (6) secur-
ing inboard half of caliper to the brake adapter
(4). Remove Inboard caliper.
NOTE: It may be necessary to pry between the brake
lining and disc in order to force the piston inward to
permit inboard caliper removal.
7. Move the brake caliper assemblies to a clean
work area for rebuild.

1. Housing
2. Bleeder
3. Crossover Tube
4. T-Fitting
5. Elbow Fitting
6. Retainer Bolt
7. End Cap
8. End Cap
9. Brake Lining
10. Piston Dust Shield
11. Piston
12. Piston O-Ring Seal
13. Backup Ring
14. Brake Mounting Bolt
15. Washer
FIGURE 5-3. BRAKE CALIPER (HALF)
Disassembly Assembly
1. Remove bleeders (2, Figure 5-3) and end caps When assembling pistons (11, Figure 5-3) into the
(7 and 8) from each end of each brake caliper housings (1), lubricate all cylinder walls, threads,
housing (1). seals, piston seal surfaces, etc., with clean C-4
2. Remove linings from the caliper assembly. hydraulic oil.
NOTE: A shallow container may be necessary to 1. Install new piston seals (12) and backup rings
receive any remaining fluid that will drain from (13) in housings.
cavities. Do not reuse fluid. 2. With housing lying on mounting face, gently
3. Carefully remove the piston dust shields (10) push each piston past piston seal until seated in
from behind the groove lip in the housing and bottom of cavities.
from the grooved lips on the piston. 3. Install new or reusable dust shields (10).
4. Mark each piston and corresponding brake cali- NOTE: Do not allow lubricant to contact dust shields.
per housing position and pull piston out of the 4. Install all fittings (4 & 5) and bleeder (2) in cor-
housing. Do not interchange parts. rect position in housings.
5. Remove O-ring seals (12) and backup ring (13)
5. Apply Loctite® 271 to threads of cap screw (6).
from the piston cavity using small flat non-
Install linings (9) and end caps (7 & 8) with bolts
metallic tool having smooth round edges.
(6) and tighten to 546 N·m (403 ft lbs) torque.
6. Refer to Caliper Cleaning and Inspection on the
6. Refer to Rear Disc Brakes in this Section and
following page for detailed instructions regard-
perform Bench Test before installing caliper.
ing condition and usability of parts.
7. After bench test is performed, refer to Installa-
tion for procedures for installing calipers on
brake adapter.

Cleaning and Inspection 5. Inspect piston cavities for evidence of varnish
formation, caused by excessive and prolonged
1. Preliminary cleaning can be more effective if lin-
heating of brake oil.
ings are first removed. However, retaining
plates should be temporarily reinstalled in order
to stay with brake assembly through overhaul
cycle.
Piston should be handled with care. The usual

cause of nicked piston surfaces is mishandling
during the cleaning procedure.
Use care when wiping dust shields. Too much Steel tools should never be used in piston cavi-
pressure on shield over sharp tip of housing cav- ties and seal grooves. Copper, brass, aluminum,
ity may cause dust shield to be cut. wood, etc. are acceptable materials for such pur-
2. Cleaning may be done by brush or spray, using poses.
a petroleum base cleaning solvent. Clean diesel NOTE: All seals (12, Figure 5-3) should be replaced
fuel is acceptable for this operation. Cleaning at assembly.
should be thorough enough for preliminary 6. Inspect piston (11) surfaces for scratches,
inspection and disassembly. Subassemblies excessive wear, nicks, and general surface fin-
should be blown dry with compressed air after ish deterioration that can contribute to seal
cleaning. Dust shields should be wiped dry with damage and fluid leakage.
a clean cloth.
NOTE: In normal operation, a very slow rate of wear
NOTE: If brake has not accumulated excessive should be experienced, and will be noticeable by the
surface dirt, preliminary cleaning can be done in the slow disappearance of the hard chrome finish. Minor
overhaul area. However, it is recommended that nicks and scratches may be blended out by hand
preliminary cleaning be done before removal of with 180 grit aluminum oxide or carborundum cloth,
pistons from housings. then successively finer grades used until a surface
3. Inspect dust shields (10, Figure 5-3) for any comparable to the original surface is obtained.
physical damage or rupture, and any hardening, Extensive local polishing should be avoided, since
cracking, or deterioration of material from the minimum piston diameter is 91.923 mm (3.619
excessive heat. Failure of dust shield can admit in.). The piston finish is important in providing a
dirt to the piston cavity, causing damage to sur- proper seal surface and seal wear life. Where
face finish of piston and cylinder wall, and dam- surface finish has deteriorated beyond restoration by
age to seal. If dust shields are found to be soft moderate power buffing with a fine wire brush, piston
and pliable, with no sign of hardening or crack- should be replaced. Determination of ideal surface
ing, they should be wiped clean and set aside finish quality can be made by comparison with a new
for reuse. piston. Surface roughness of piston face through
4. Inspect piston cavities and surfaces of piston contact with lining back plate is not detrimental to its
for evidence of dirty fluid, particularly if dust operation, and is a normal condition.
shields were ruptured.

7. Inspect piston cavities for damage similar to BRAKE LINING
Step 6 above, with particular attention to the
edge of the seal grooves. These must feel Replacement
smooth and sharp with no nicks or sharp projec- Each front wheel speed disc assembly has three
tion that can damage seals or scratch pistons. (some trucks may have four) calipers on one disc.
Seal groove surfaces must be smooth and free Each caliper has six pistons and two linings, three
of pits or scratches. Finish of cylinder wall is not apply pistons and one lining for each side of disc.
as critical as surface finish of piston. Surface Lining should be changed when friction material is
deterioration near entrance of cavity should be worn to 3.22 mm (0.125 in.) thickness.
hand polished very carefully to avoid enlarging
cavity beyond a maximum of 92.176 mm
(3.629 in.) inside diameter at the outer edge of
the seal groove. Power polishing or honing may
be used in cases of extreme surface finish dete-
rioration of cavity walls. Failure to replace lining when worn to limits will
result in loss of braking and possible cata-
NOTE: Care must be taken that a minimum amount strophic failure.
of material is removed, within the previous maximum
diameter limitation of 92.176 mm (3.629 in.). Power 1. To replace front linings, remove front tire and
polishing will not normally be required, and should rims, refer to “Wheel and Tire Installation”, Sec-
not be used as a standard overhaul procedure. tion “G”.
8. Inspect inlet and bleeder ports in housings for 2. Remove end plates (7 or 8) Figure 5-3 from
damage to threads or seal counter bores. either end of caliper.
Thread damage that cannot be repaired by use 3. Pry between lining and disc to force pistons to
of a 0.475-20 UNF-2B tap will require housing bottom in caliper housing.
to be replaced. 4. Remove lining from inboard and outboard sides
9. Inspect retainer plates (7 & 8) for bent or of disc.
cracked condition, replace if such damage is 5. Inspect dust seals. Seals should be soft, pli-
found. Inspect retainer plate bolts (6), and able, and show no evidence of hardening or
tapped holes in housing. rupture. If damage is observed, the dust covers
NOTE: These bolts are highly stressed and should must be replaced. This will require disassembly
be replaced whenever their condition appears of the caliper.
questionable. A 3/4-16 UNF-28 tap lubricated with a 6. Inspect end plates for wear. Replace if grooves
light oil may be used to inspect tapped holes in will not allow lining back plate to slide freely.
housings for thread damage and to clean up any 7. IMeasure the thickness of the disc. If 20 to 25%
minor thread roughness. of the disc wear surface is worn below 28.7
10. Brake housings and pistons should be thor- (1.13 in.), the disc must be replaced. Refer to
oughly cleaned. After cleaning, passages, cavi- Figure 5-4.
ties, and external surfaces should be blown dry
with clean, dry, compressed air. Piston should
also be cleaned and blown dry.
NOTE: Cleaned and dried parts should not be left
exposed for any appreciable time without a
protective coating of lubricant; for short term storage,
coating all internal cavities, passages, and bosses
with hydraulic fluid will be adequate protection; for
longer term storage wipe cavities, connector bosses,
and threads with a protective grease, such as
petroleum jelly.

8. If original linings have sufficient lining material
for reuse, inspect lining back plate for cracks or
excessive yielding where plate fits into end
plates 7 or 8 (Figure 5-3).
When replacing linings, never mix new and used

linings in a brake assembly.
9. Slide linings (9) into caliper. It may be neces-
sary to again pry pistons into housing (1).
10. Install end plates (7 & 8), apply Loctite® 271 to
threads of end plate cap screws (6). Install cap
screws and tighten to 54.6 N·m (403 ft lbs)
torque. Check that linings (9) slide freely
between end plates.
11. After completing lining replacement, reinstall
front wheels. Refer to Wheel and Tire Installa-
tion, Section G.
FIGURE 5-4. DISC WEAR LIMITS

FRONT SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE
GENERAL Front Brake Conditioning
After any brake lining replacement, or at new truck 1. To prevent overheating and possible destruc-
start up, the brake linings and discs must be bur- tion of rear brakes, temporarily disconnect the
nished. A surface pyrometer will be necessary to REAR brakes while burnishing front wheel
accurately record disc temperature during brake bur- brakes as follows:
nishing procedure. a. Relieve stored pressure in hydraulic system
according to the previous “WARNING”
Safety Precautions
instructions.
b. Disconnect “BR” hydraulic tube (1, Figure 5-
5) at both ends inside brake control cabinet.
Install a #8, 0.75 x 16 UNF-2B, 37° flare Cap
• BEFORE DISCONNECTING PRESSURE Nut (WA2567, or equivalent) on each fitting
LINES, REPLACING COMPONENTS IN THE where tube was removed. Tighten caps to
HYDRAULIC CIRCUITS, OR INSTALLING standard torque to prevent leakage. Cap or
TEST GAUGES, ALWAYS BLEED DOWN plug tube to prevent contamination.
HYDRAULIC STEERING ACCUMULATORS
NOTE: This will disconnect the hydraulic supply from
AND BRAKE SYSTEM ACCUMULATORS.
The steering accumulators can be bled down the operator's brake pedal to the rear brakes. There
with engine shut down, turning the key switch will be a noticeable loss of “braking action” at the
OFF and waiting 90 seconds. Confirm the pedal. However, this method of temporarily disabling
steering pressure is released by turning the the brakes will still permit the application of Brake
steering wheel - No front wheel movement Lock, in the event of an emergency.
should occur.
c. Close brake accumulator bleed valves (7,
The brake accumulators are bled by opening
the two valves (7, Figure 5-5) on the brake Figure 5-5).
manifold (inside brake cabinet). 2. Drive truck at speeds of 5 to 10 MPH with brake
alternately applied and released using sufficient
• BEFORE DISABLING ANY BRAKE CIRCUIT,
insure truck wheels are blocked to prevent pressure to make engine “work” to a noticeable
possible roll away. extent during apply.
• REAR BRAKES MUST BE DISCONNECTED NOTE: The Override Switch on the instrument panel
WHEN BURNISHING THE FRONT BRAKES. must be depressed and held by the operator in order
Front brakes require burnishing to propel with the brakes applied.
independently from rear brakes in order to 3. Apply front brakes at full pressure until discs
control disc temperatures reach or just exceed 316° C (600° F). Hold in
• EXTREME SAFETY PRECAUTIONS SHOULD override switch to maintain propulsion to obtain
BE USED WHEN MAKING HIGH-ENERGY/ disc temperature. Check temperature after 182
HIGH-SPEED BRAKE STOPS ON ANY meters (200 yards).
DOWNGRADE.
4. Let discs cool to 121° C (250° F) and repeat
Safety berms or adequate run off ramps are
necessary for any stopping performance procedure two more cycles.
tests. 5. Allow front discs to cool to 121° C (250° F).
• Heavy smoke and foul odor from brake 6. RECONNECT rear brakes:
linings is normal during burnishing a. Relieve pressure in hydraulic system accord-
procedures. ing to previous “WARNING” instructions.
b. Remove cap nuts and reinstall tube (1).
Tighten tube nuts to standard torque.
c. Close accumulator bleed valve (7) handles.
7. Start engine and check for leaks. Bleed brakes
according to bleeding procedures.
8. Insure all brakes are functioning properly.

BRAKE BLEEDING PROCEDURES
Attach brake lines and bleed brake calipers accord-
ing to the following instructions.
1. Fill hydraulic tank following procedure in Sec-
tion “P”, Hydraulic Tank Service.
2. Close brake accumulator drain valves (7, Figure
5-5), if open.
3. Securely attach bleeder hose to highest bleeder
valve of each caliper, direct hose away from
brake assembly and into a container to catch
excess oil.
4. With engine at idle make partial brake applica-
tion of service brake pedal:
a. Maintaining partial application, open bleeder
valve until a clean stream of oil is discharged
FIGURE 5-5. BRAKE MANIFOLD AND from caliper.
COMPONENTS b. Close bleeder valve.
1. “BR” Hydraulic Tube 6. Brake Lock Shuttle 5. Repeat above steps until all air is bled from all
2. Rear Brake Accum. Valve calipers.
3. Brake Manifold 7. Brake Accumulator
4. Front Brake Accum. Bleed Valves 6. Check hydraulic tank oil level as bleeding takes
5. “BF” Hydraulic Tube place. Maintain correct oil level as needed.
Before returning truck to production, all new

brake linings must be burnished. Refer to “Ser-
vice Brake Conditioning”.

SECTION J6
ARMATURE SPEED REAR DISC BRAKES
INDEX
ARMATURE SPEED REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
REAR BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
CALIPER AND DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-5
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-7
CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-8
PISTON SUBASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-11
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-11
PREPARATION FOR ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12
Clean Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-12
For Rough Metal Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
Dry and Inspect Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
Caliper Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-13
Shoes, Linings and End Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
Inspect linings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-14
PISTON ASSEMBLY RETURN SPRING FORCE AND BUILT-IN CLEARANCE (BIC) . . . . . . . J6-14
Piston Assembly Adjuster Grip Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-15
Adjuster Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-17
Piston Return Spring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-19
J06025 10/06 Armature Speed Rear Disc Brakes J6-1

ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-20
Adjuster and Pin Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-20
Piston Subassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-21
Brake Caliper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-22
PERIODIC INSPECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-28
Shoes, Linings and End Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-28
Inspect the following areas for fluid leaks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-28
Dust Boots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-28
Brake Disc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-28
BRAKE LINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
BRAKE DISC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-29
SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Rear Brake Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-31
BRAKE BLEEDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-32
J6-2 Armature Speed Rear Disc Brakes 10/06 J06025

ARMATURE SPEED REAR DISC BRAKES
REAR BRAKES 2. With engine off, key switch OFF, wait 90 sec-
onds for steering accumulators to bleed down.
Each rear wheel service brake assembly consists of Open both brake accumulator drain valves.
two discs, each with a four piston caliper and a lining
3. Remove crossover tubes (4, Figure 6-1) from
on each side of the disc. Both discs are attached by
upper service brake caliper. Remove crossover
adapters to the wheel motor armature.
tubes on lower brake assembly.
A constant brake-release clearance between pistons 4. Remove two center caliper mount cap screws
and linings, and lining and disc, is maintained by an (6, Figure 6-2) from outboard caliper and install
automatic adjustment feature of the piston subas- two 7/8-9 NC X 14 in. studs.
sembly. As the lining wears, the position of grips on a
5. Slowly remove the four remaining caliper mount
return pin advances to allow maximum piston force to
cap screws. The brake lining is under spring
be applied to lining. Upon brake release, the piston is
pressure, and it will extend out as the cap
retracted by a return spring for the amount of the pre-
screws are loosened. Do not let the brake lining
determined clearance.
pull away from the caliper housing.
CALIPER AND DISC 6. Use small diameter wire and wrap it around the
brake lining and caliper. This will keep the brake
Removal lining from pulling away from the caliper and
over-extending the brake wear adjuster.
NOTE: If the caliper is being removed to be serviced,
it is not necessary to install the wire. If the caliper is
being removed to gain access to other parts, and the
caliper does not need service, the wire must be
installed. If the brake lining pulls away from the
switch is OFF and drain valves on brake accumu-
caliper, the caliper must be disassembled to reset the
lators are opened and steering accumulators are
brake wear adjuster.
bled down. Turn steering wheel to be sure steer-
ing accumulator is completely bled down. 7. Remove the caliper half. Each caliper half
weighs approximately 45 kg (100 lbs).
1. Park truck in level ground. Block all the wheels
on both sides to prevent the truck from moving. 8. Support outer disc (12) and remove disc mount
cap screws (11) and washers. Slide disc from
outboard adapter (10). Shims (7) will be found
between disc and adapter. Remove bushing
(8). Mark all shims so they will be installed in
the same location during assembly.
9. Use small diameter wire and wrap it around the
brake lining and inner caliper half (5).
FIGURE 6-1. BRAKE CALIPER

1. Cap Screws 4. Crossover Tubes
2. Retainer 5. Bleed Plug
3. Caliper

10. Remove cap screws and flat washers (9). .
Remove adapter (10). Remove inner caliper
half from adapter (2).
11. Remove the two center caliper mount cap
screws (13) from inboard caliper (14) and install
two 7/8-9 NC X 14 in. studs.
12. Slowly remove the four remaining caliper mount
cap screws. The brake lining is under spring
pressure, and it will extend out as the cap
screws are loosened. Do not let the brake lining
pull away from the caliper housing (14, Figure
6-2).
brake lining and caliper. Slide caliper half off
studs and remove from wheel motor.
14. Support inner disc (12) and remove cap screws
and flat washers (11). Remove inboard disc
(12). Remove shims (7) and bushing (8)
between disc and adapter.
brake lining and inner caliper half (14).
16. Remove inner half of caliper (14). A brake
bleeder may have to be removed temporarily to
obtain clearance around adapter (15). Cover or
plug hole in caliper to prevent dirt contamination
inside caliper.
17. Remove cap screws and flat washers (3) and
remove adapter (2).
FIGURE 6-2. REAR DISC BRAKE
1. Wheel Motor 9. Cap Screw

2. Adapter 10. Adapter, Brake Disc
3. Cap Screw/Flat- 11. Cap Screw &
washer Flatwasher
4. Shims 12. Disc
5. Caliper Assembly 13. Cap Screw &
6. Cap Screw/Flat- Flatwasher
washer 14. Caliper Assembly
7. Shims 15. Adapter/Armature
8. Bushing Shaft Drive

Installation d. Make a measured shim pack equal to the
result obtained in Step 4c. If not equal, then
within 0.127 mm (0.005 in.) of the result. This
will be brake disc shim pack (7).
5. Remove disc mounting cap screws (11) and
inner disc (12).
Secure the lining assembly to the caliper housing
using wire ties or safety wire so that it cannot NOTE: The inner and outer caliper halves are
move away from the caliper housing. Movement different, and are not interchangeable. The outer half
of the lining assembly during installation will has countersunk bores for the cap screw head and
affect the parking piston adjustment which may flat washers, the inner half has a flat mounting
cause the brake to drag after installation. The lin- surface.
ing must remain secure to the caliper housing NOTE: Each caliper half weighs approximately 45 kg
until the brake is installed on the vehicle. If the (100 lbs).
lining does move away from the caliper, the cali-
per will have to be partially disassembled to reset
the adjuster. 6. With brake linings secured with wire, install
inner brake caliper half (14) over the two studs.
NOTE: If installing new calipers, do not cut the band
Ensure brake bleeder plugs (6 & 7, Figure 6-3)
off the caliper until retaining wire has been installed.
are installed in the locations shown. Bleeder
plug (7) must be installed in the same location
1. Inspect all brake discs (12, Figure 6-2) for wear. as (4) when viewing from the end.
Refer to Brake Disc Inspection, this chapter, for NOTE: Bleed plug (7) may have to be removed
wear limits. If any disc is worn beyond the wear temporarily to obtain clearance around adapter (15,
limit, replace the disc. Figure 6-2) during caliper installation. Cover or plug
2. If removed, install adapter (2, Figure 6-2) and hole in caliper to prevent dirt contamination inside
secure in place with lubricated cap screws and caliper.
flat washers (3). Tighten cap screws to standard
torque.
7. If brake disc shim pack (7) is required (Step 4d),
3. Install two 7/8-9 NC X 14 in. studs in two center
install shims on adapter (15).
caliper mounting cap screw holes (in place of
cap screws 13).
4. Install inboard disc (12) with four equally
spaced cap screws with flatwashers. Tighten
cap screws, but do not tighten to final torque at
this time. Cap Screws (3, 6, 9, 11 & 13) must have the
a. Measure and record distance from caliper threads and seats lubricated with simple lithium
mounting surface to inside face of brake disc base chassis grease (multi-purpose EP NLGI)
(12). This is Dimension “A”, Figure 6-2. prior to installation.
b. If dimension “A” is 126.21 mm (4.97 in.) or 8. Remove the brake lining retaining wire. Do not
greater, install one 1.016 mm (0.040 in.) let the lining pull away from the caliper. Install
shim at brake mounting surface. Measure inner brake disc (12) with bushing (8). Lubricate
dimension “A” again, measuring from outer then install all cap screws and flat washers (11)
surface of shim to inside face of brake disc. to inner disc. Tighten cap screws (11) to stan-
dard torque.
c. When dimension “A” is less than 126.21 mm
(4.97 in.), then, subtract dimension “A” from
126.49 mm (4.98 in.).

NOTE: If the brake lining moves away from the cali- 16. With brake linings secured to caliper with wire,
per while handling during installation, the caliper install inner brake caliper half (5) over the two
must be partially disassembled to re-adjust the park- studs. Ensure brake bleeder plug (3, Figure 6-3)
ing brake adjuster. The brake caliper must be is installed in the location shown.
installed with the brake linings completely retracted. 17. Install outer disc adapter (10, Figure 6-2). Lubri-
cate then install cap screws and flat washers
(9). Tighten 12 point head cap screws (9) to
9. Install outer brake caliper half (14) over the two
standard torque.
studs. Carefully remove the brake lining retain-
ing wire. Do not let the lining pull away from the 18. If brake disc shim pack (7, Figure 6-2) is
caliper. Lubricate then install four cap screws required (Step 14d), install shims on adapter
and flat washers (13). (10).
10. Remove the two studs in the center holes. 19. Install outer brake disc (12) with bushing (8).
Lubricate then install all cap screws and flat
11. Lubricate then install two cap screws (13) and
washers (11) to outer disc. With the brake disc
hardened flat washers. Tighten all cap screws
resting against the brake lining, remove the
(13) to standard torque. Ensure brake bleeder
wires retaining the brake linings. Tighten cap
plugs (4 & 5, Figure 6-3) are installed in the
screws (11) to standard torque.
locations shown.
20. With brake linings secured to caliper with wire,
12. Install two 7/8-9 NC X 14 in. studs in the two
install outside caliper half (5). Lubricate then
center caliper mounting cap screw holes for the
install the four outer cap screws and flat wash-
outer brake caliper (5).
ers (6). Remove the wires retaining the brake
13. Install outer disc adapter (10, Figure 6-2) with linings.
six cap screws (9) and tighten securely.
21. Remove the two studs in the center holes and
14. Install outboard disc (12) with four equally install the remaining two lubricated cap screws
spaced mounting cap screws (11). Tighten, but (6) with washers. Tighten all cap screws (6) to
do not tighten to final torque at this time. standard torque.
a. Measure and record distance from caliper 22. Ensure brake bleeder plugs (1 & 2, Figure 6-3)
mounting surface to inside face of brake disc are installed in the locations shown.
(12). This is Dimension “B”, Figure 6-2. 23. Ensure all brake bleeders in both calipers are in
b. If dimension “B” is 126.21 mm (4.97 in.) or the exact locations shown in Figure 6-3.
greater, install one 1.016 mm (0.040 in.) Remove all extra brake bleed plugs from brake
shim at brake mounting surface. Measure calipers so they will not be used during the
dimension “B” again, measuring from outer brake bleeding procedure.
surface of shim to inside face of brake disc. 24. Install crossover tubes and brake lines.
c. When dimension “B” is less than 126.21 mm 25. Refer to Brake Bleeding Procedure to bleed
(4.97 in.), then, subtract dimension “B” from trapped air out of the brake system.
126.49 mm (4.98 in.). 26. New brake linings must be burnished before
d. Make a measured shim pack equal to the truck is returned to production. Refer to Service
result obtained in Step 14c. If not equal, then Brake Conditioning Procedure to burnish the
within 0.127 mm (0.005 in.) of the result. This brakes.
will be brake disc shim pack (7).
15. Remove cap screws (11) and outer disc (12).
Remove outer disc adapter (10).

Adjustment 5. Parking brake adjustment occurs automatically
1. Block wheels to prevent truck movement. when the parking brake is released and the ser-
vice brake is applied.
2. Start engine and operate at low idle speed.
6. Move directional control lever to PARK.
3. Move the directional control lever to the NEU-
TRAL position. This will release the parking 7. Turn key switch to the OFF position.
brake.
4. Fully apply the service brakes. The service
brake piston adjusters will adjust automatically
when pressure is applied to the service brake.
FIGURE 6-3. BLEEDER PLUG LOCATION

1. Bleeder Plug 4. Bleeder Plug 7. Bleeder Plug
2. Bleeder Plug 5. Bleeder Plug
3. Bleeder Plug 6. Bleeder Plug

CALIPER 6. Separate the two lining end plates from the cali-
per housing half by removing the six cap screws
Disassembly (1, Figure 6-5), three from each end plate.
1. Open all bleeder screws and allow the fluid to
drain from the assembly into an approved con-
tainer.
2. Plug all openings to prevent contamination.
Thoroughly clean the exterior of the brake
assembly with an approved solvent.
3. Place the assembly, with the housing opening
down, onto a service bench that has sufficient
load bearing capacity.
4. Use a suitable Allen wrench to remove plug (3,
Figure 6-4) from the center of the parking piston
cap (1).
FIGURE 6-5. END PLATE

1. Cap Screws 2. Wrench
7. Remove the brake lining.

8. Use a suitable spanner wrench (Figure 6-6) to
remove the parking piston cap. Two holes in
each cap are provided for this purpose.
FIGURE 6-4. CALIPER

1. Parking Piston Cap 3. Plug
2. Spanner Wrench
Holes
5. Use a long 3/16-in. Allen wrench through the
hole in the center of the parking piston cap to
loosen the shoulder bolt that attaches the park-
ing piston adjusting bolt to the lining assembly.
FIGURE 6-6. SPANNER WRENCH
1. 101.5 mm (4 in.) 2. 6.35 mm (0.25 in.) Dia.

9. Remove the four spring washers (1, Figure 6-7) 12. Pull the adjusting bolt (1, Figure 6-9) from the
from the parking piston cavity of the caliper collar inside the parking pistons of each caliper
housing. housing.
FIGURE 6-9. PARK PISTON

FIGURE 6-7. SPRINGS AND CAP
1. Parking Piston 2. Caliper
1. Spring Washers 2. Cap
Adjusting Bolt
10. Remove the shoulder bolt and spring (1, Figure 13. Use a pick or suitable tool to remove the parking
6-8), loosened in Step 5, from the parking pis- piston boots from each caliper housing.
ton cavity.
14. Use suitable snap ring pliers to remove the
parking piston adjusting collar retaining snap
ring (1, Figure 6-10) from inside the groove of
the parking piston. Remove the adjusting collar.
FIGURE 6-8. CAP SCREW

1. Shoulder Bolt & Spring 3. Adjusting Bolt
2. Parking Piston
11. Use a pick or suitable tool to separate the park-

FIGURE 6-10. ADJUSTING COLLAR
ing piston boots from the groove in the parking
piston adjusting bolts. 1. Snap Ring 2. Adjusting Collar

15. Use a suitable tool to push the parking piston 18. Position the caliper housing so that the ends of
out of the caliper housing. the adjuster pin and nut are up. Use a 5/32-inch
16. Remove the 127 mm (5 in.) diameter O-ring (1, Allen wrench to hold the pin and remove the nut
Figure 6-11) and backup ring (2) from the park- and washer from the caliper housing.
ing piston. Discard the O-ring and backup ring. 19. Use a suitable dowel or drift to push the pistons
(1, Figure 6-13) out of each caliper housing.
FIGURE 6-13. SERVICE PISTONS

FIGURE 6-11. PARKING PISTON
1. O-Ring 3. Parking Piston 1. Piston Assembly 2. Dust Seal
2. Backup Ring 4. Housing
17. Use a suitable tool to remove the 63.5 mm (2.5-

in.) diameter parking piston O-ring (1, Figure 6- 20. Use a suitable tool to remove the two service
12) and backup ring (2) from the caliper hous- piston dust seals (1, Figure 6-14) from the cali-
ing. Discard the O-ring and backup ring. per housing. Discard the dust seals.
FIGURE 6-14. DUST SEALS

1. Dust Seal 2. Groove
FIGURE 6-12. PARKING PISTON O-RING
1. O-Ring 2. Backup Ring

21. Use a suitable tool to remove the 76.2 mm (3 PISTON SUBASSEMBLY
in.) diameter service piston O-ring (1, Figure 6-
15) and backup ring (2) from each piston bore Disassembly
groove of the caliper housing. Discard the O- NOTE: Disassembly of the piston subassembly
rings and backup rings. during brake overhaul is not mandatory. Clean the
piston subassembly thoroughly. If the piston surface
is acceptable for reuse and the piston subassembly
passes the functional tests for adjusting grip force,
spring force and built-in clearance (BIC), return the
piston subassembly to service.
1. Remove the O-ring and adjuster pin washer.
2. Remove the lock ring.
Observe all warnings and cautions provided by

the press manufacturer to avoid damage to com-
ponents and serious personal injury.
FIGURE 6-15. PISTON O-RINGS

3. Place the piston subassembly on an arbor
press table (5, Figure 6-16). Use special sleeve
(2), over the adjuster pin. Lower the arbor and
compress the return spring to minimum height,
22. Remove all fittings, plugs and bleeder screws and hold.
from each caliper housing. Mark the position
and location of the fittings for correct reinstalla-
tion. Note the location of the bleeder screws
and plugs for correct installation.
23. Thoroughly clean the exterior and interior of the
brake caliper housing with approved solvent.
NOTE: Verify that all O-ring grooves are clean and
free of foreign material. Use compressed air to blow
out the entire brake caliper housing. Be sure to blow
out internal passageways.
24. Repeat this procedure for each caliper half.
FIGURE 6-16. PISTON SUBASSEMBLY

1. Arbor 5. Arbor Press Table
2. Special Sleeve A 6. 1.40 - 1.65 mm (BIC)
3. Threaded Ring (0.055-0.065 in.)
4. Return Spring

4. Back out the threaded ring. Use a spanner PREPARATION FOR ASSEMBLY
wrench if the threaded ring will not unscrew by
hand.
5. Slowly raise the arbor until all compression of
the piston return spring is relieved.
6. Remove the spring retainer, return spring, outer Read and observe all Warning and Caution haz-
spring guide, adjusting pin with adjuster assem- ard alert messages in this publication. They pro-
blies, inner spring guide and piston. vide information that can help prevent serious
7. Check the adjuster force of the adjuster assem- personal injury, damage to components, or both.
bly
8. Inspect and test the piston return spring else- Solvent cleaners can be flammable, poisonous
where in this chapter. and cause burns. Examples of solvent cleaners
are carbon tetrachloride, and emulsion-type and
petroleum-base cleaners. Read the manufac-
turer's instructions before using a solvent
cleaner, then carefully follow the instructions.
Also follow the procedures below.
• Wear safe eye protection.

• Wear clothing that protects your skin.
• Work in a well-ventilated area.
• Do not use gasoline, or solvents that contain
gasoline. Gasoline can explode.
• You must use hot solution tanks or alkaline
solutions correctly. Read the manufacturer's
instructions before using hot solution tanks and
alkaline solutions. Then carefully follow the
instructions.
Clean Parts
For Ground or Polished Metal Parts:
Use a cleaning solvent or kerosene or diesel fuel to
clean ground or polished metal parts or surfaces.
Do not use hot solution tanks or water and alka-

line solutions to clean ground or polished parts.
Damage to parts can result.

For Rough Metal Parts INSPECTION
Use a cleaning solvent or a weak alkaline solution in Caliper Parts
a hot solution tank to clean rough metal parts. If a hot
1. inspect the pistons, housing bores and O-ring
solution tank is used, follow the instructions below.
grooves for scratches or corrosion. Remove
1. Leave the rough parts in the tank until they are small scratches or corrosion with a fine emery
completely cleaned and heated. cloth. Replace the components if they are worn
2. Remove the rough parts from the tank. beyond wear limits or if there are large
3. Wash the parts with water until the alkaline scratches or large amounts of corrosion.
solution is removed. 2. Measure the outer diameter of the service pis-
ton. Replace the piston if the outer diameter is
less than 76.07 mm (2.995 in.).
Dry and Inspect Parts 3. Measure the outer diameter of the parking pis-
1. Use soft, clean paper, cloth rags or compressed ton. Replace the piston if the outer diameter
air to completely dry parts immediately after measures less than 63.37 mm (2.495 in.) and
they are cleaned. 126.90 mm (4.996 in.).
2. Carefully inspect all parts for wear or damage 4. Measure the diameter of the housing service
before assembly. piston bore. Replace the housing if the diameter
exceeds 76.30 mm (3.004 in.).
3. Repair or replace worn or damaged parts.
5. Measure the diameter of the housing parking
piston bore. Replace the housing if the diameter
exceeds 63.60 mm (2.504 in.) and 127.13 mm
Corrosion Protection (5.005 in.).
Apply clean hydraulic oil to the cleaned and dried 6. Inspect caliper ports and end plate bolt holes for
parts that are not damaged and are to be immedi- thread damage. Use the appropriate taps lubri-
ately assembled. Do NOT apply fluid to the brake lin- cated with light oil to inspect tapped holes for
ings or the disc. thread damage and to clean up minor thread
If parts are to be stored, apply a special material that damage.
prevents corrosion to all surfaces. Do NOT apply the
material to the brake linings or the disc. Store the
parts inside special paper or other material that pre- • Fluid ports - Use 9/16-18 UNF-2B tap
vents corrosion. • Fluid ports - Use 7/16-20 UNF-2B tap
• End plate bolt holes - Use 3/4-16 UNF-2B tap
NOTE: Replace any component that has thread

damage that cannot be repaired.
7. Discard all backup rings, O-rings and dust
boots and use new ones when servicing the cal-
iper.

Shoes, Linings and End Plates PISTON ASSEMBLY RETURN SPRING
To help prevent abnormal lining wear, replace worn,
FORCE AND BUILT-IN CLEARANCE (BIC)
bent or cracked end plates and distorted shoes.
Inspect the end plate cap screws for wear. Replace 1. Place the piston subassembly onto a spring
the bolts if worn. tester table. Install a special sleeve (2, Figure 6-
NOTE: End plate cap screws are highly stressed. 17) over the exposed adjuster pin (6).
2. Set a dial indicator between the spring tester
arbor and table. Use a dial indicator with a total
range of 2.54-3.1 mm (0.100-0.125 in.) such as
Inspect linings
Federal Mod C6K or C71, or equivalent, having
1. Lining Wear. Replace the linings when the a ± 0.508 or 0.635 mm (± 0.020 or 0.025 in.)
thickness of the lining is less than 3.2 mm scale with 0.0127 mm (0.0005 in.) increments.
(0.125 in.) from the back plate.
3. Lower the spring tester arbor to compress the
2. Lining Wear Not Even. Replace the linings if the spring to minimum height (7, Figure 6-17). The
thickness of the two linings is significantly differ- indicator pointer will stop rotating.
ent. Check the pistons for correct operation.
Replace the piston and/or housing if a piston is
cocked in the bore. Check that the disc surface
is flat and parallel to the linings.
3. Oil or Grease on the Linings. Replace the lin-
ings.
Always replace both linings. If only one lining is

replaced, possible disc damage can occur.
4. Cracks on the Linings. Replace linings that

have larger or deeper cracks than the small,
tight cracks on the surface of the lining which
are normal when the caliper is used under high
temperature conditions. These cracks are
FIGURE 6-17. SPRING TESTER SETUP
referred to as heat check cracks.
1. Arbor Of Spring Tester 5. Spring Tester Table
2. Special Sleeve A 6. Adjuster Pin
3. Dial Indicator 7. 1.40-1.65 mm (BIC)
4. Return Spring (0.055-0.65 in.

4. Hold the spring compressed and rotate the indi- Piston Assembly Adjuster Grip Force
cator dial to indicate ZERO. 1. Inspect the piston assembly adjuster grip force.
5. Raise the arbor slowly until the spring tester This is the force required to cause the adjuster
force scale reads ZERO; indicator dial reading pin to slip in the pair of adjuster grip subassem-
will be the BIC (Built-In Clearance). blies.
6. Lower the arbor slowly until the indicator again 2. Provide the special tools. Refer to Figures 6-18
reads ZERO; the spring tester force scale will and 6-19.
now indicate the spring return force.
NOTE: The return spring force should be a minimum

of 113 kg (250 lbs) when the spring is compressed
the maximum amount in the piston subassembly.
Replace the spring if the reading is less than 113 kg
(250 lbs). Refer to piston disassembly elsewhere in
this chapter.
7. Slowly raise and lower the arbor several times

to verify both BIC and spring return force. The
BIC should be between 1.40-1.65 mm (0.055-
0.065 in.). If not in this range, readjust the BIC.
Recheck for the correct BIC, Step 3 through
Step 5 above.
FIGURE 6-18. CALIBRATED SPRING POD
A. Scribe and Mark 10. 65.02 mm (2.56 in.)

1. 6.35 mm (0.25 in.) 11. 82.5 mm (3.25 in.)
2. 9.7 mm (0.38 in.) 12. 85.9 mm (3.38 in.)
3. 15.7 mm (0.62 in.) 13. 92.0 mm (3.62 in.)
4. 19.05 mm (0.75 in.) 14. 114.3 mm (4.5 in.)
5. 25.4 mm (1.00 in.) Free Length
6. 33.27 mm (1.31 in.) 15. 139.7 mm (5.50 in.)
7. 50.8 mm (2.00 in.) Free Length
8. 57.15 mm (2.25 in.) 16. 173 kg (380 lbs)
9. 58.67 mm (2.31 in.) 17. 362 kg (800 lbs)

Do not use a commercially available spring tester
for making adjuster force measurements. Sud-
den adjuster force release can damage such a
tester, requiring repair and re calibration.
NOTE: If a suitable hydraulic shop press is available,

the calibrated spring pod (4, Figure 6-20) is
unnecessary. Such a press must have a pressure
gauge with a 3447 kPa (500 psi) range accurately
calibrated to read pounds of force exerted by the
ram.
3. At the arbor press, place the piston assembly

on top of the special calibrated spring pod.
Slowly lower the arbor to push in the extended
adjuster pin as shown in View A, Figure 6-20.
The adjuster pin should slip into the adjuster
and move downward at readings between 173-
362 kg (380-800 lbs).
FIGURE 6-19. ADJUSTER PIN EXTENDER TOOL

1. 6.35 mm (in.) 11. See 11 below
2. 7.9 mm (0.31 in.) 12. 76.2 mm (3.0 in.)
3. 8.6 mm (0.34 in.) + 0.127 mm (0.005 in.)
4. Three dowels -0.00 mm (0.00 in.)
0.375 in. dia. 13. 71.4 mm (2.81 in.)
x 1.5 in long 14. 85.9 mm (3.38 in.)
5. 9.7 mm (0.38 in.) 15. 84.1 mm (3.31 in.)
6. 12.7 mm (0.50 in.) 16. 109.5 mm (4.31 in.)
7. 15.7 mm (0.62 in.) 17. 5/16-24 UNF Thread
8. 25.4 mm (1.0 in.) 18. Diamond Knurl
9. 31.8 mm (1.25 in.)
10. 38.1 mm (1.5 in.)
Item 11. Drill and ream for slip fit with 0.375 in dowel,
three holes equal space on two inch diameter.
FIGURE 6-20. CHECKING ADJUSTER GRIP SLIP

FORCE
1. Arbor Press 6. Adjuster Pin Extender
2. Adjuster Pin Tool
3. Piston Subassembly 7. Arbor Press Table
4. Calibrated Spring Pod 8. Piston Subassembly
5. Dowels

4. Insert the piston assembly into the adjuster pin 1. Place the spring pod on the arbor press table.
extender tool and secure firmly using the Use both special sleeves, Figures 6-26 as
knurled nut on the threads of the adjuster pin. shown in Views A and B of Figure 6-21 to slip
Place the special tool and piston assembly the adjuster back and forth several times on the
under the arbor and drop in three 9.5 mm adjuster pin.
(0.375 in.) dowel pins as shown in View B, Fig-
ure 6-20 Place the calibrated spring pod on top
of the dowels.
5. Apply arbor force slowly to the top of the cali-
brated spring pod and observe that slippage
occurs between 173-362 kg (380-800 lbs).
6. If adjuster slippage occurs below 173 kg (380
lbs) minimum or above 362 kg (800 lbs) maxi-
mum force, replace the adjuster pin and
adjuster in the piston assembly. See instruc-
tions elsewhere in this chapter.
Adjuster Force
FIGURE 6-21. CHECKING ADJUSTER FORCE

Observe all warnings and cautions provided by 1. Arbor 5. Special Sleeve B
the press manufacturer to avoid damage to com- 2. Special Sleeve 6. Special Sleeve A
ponents and serious personal injury. 3. Adjuster Pin 7. Calibrated Spring Pod
4. Adjuster Assemblies 8. Arbor Press Table
Use a calibrated spring pod, with an arbor press

to check for required adjuster force slippage
between 173-362 kg (380-800 lbs). Slip adjuster
Do not use the spring tester for making adjuster back and forth by alternate use of special
force measurements. Sudden adjuster force sleeves. Leave adjuster positioned on pin as
release can destroy calibration and possibly shown in View B for installation in piston subas-
result in damage to the tester. sembly.
To obtain adjuster force measurements of the

adjuster subassemblies installed onto the adjuster
2. Apply force from the arbor slowly to observe
pin, it is necessary to have either a force-calibrated
that slippage occurs between the 173 and 362
hydraulic shop press, or a calibrated spring pod, Fig-
kg (380 and 800 lbs) markings on the spring
ure 6-18, available for use with a standard arbor
pod.
press. Obtain force measurements as illustrated in
Figure 6-21. 3. If slippage occurs between the specified force
limits, slip the adjuster to position on the pin as
shown in Figure 6-21, View B, and reinstall it
into the piston subassembly.

NOTE: Any rework of the adjuster pin must be a. Place the adjuster and pilot pin subassembly
avoided unless absolutely necessary. onto the end of the adjuster pin.
b. Press the adjuster off the expendable pilot
4. If slippage occurs below the 173 kg (380 lbs) pin, onto the adjuster pin. See Figure 6-22.
limit, either the adjuster or adjuster pin must be c. Press the second adjuster on to the adjuster
replaced. Use special sleeve A and the arbor pin.
press to slip both adjuster assemblies off the
d. Continue to push the adjuster along the
adjuster pin. Inspect the adjuster pin for nicks
adjuster pin until it contacts the previously
and wear. Adjuster pins with slight nicks that
installed adjuster.
can be polished out by hand can be reused if
subsequent slip inspection is acceptable. e. After assembly, check the adjuster force of
Replace adjuster pins that are bent or worn to the adjuster assembly.
less than 9.499 mm (0.374 in.) diameter. Burred
adjuster pin threads can be repaired with a 5/
16-24 UNF-3A thread die.
Adjusters and adjuster pins are critical items in

the operation of the piston return mechanism
and must not be mishandled. Under no circum-
stances should the pin diameter be clamped in a
vise or gripped with pliers. In normal use, the
surface of the pin will show only a very slow rate
of wear and both pins and adjusters will normally
outlast many brake lining changes and brake
overhauls.
5. If required, install the adjuster on the adjuster
pin as follows as shown in Figure 6-22.
FIGURE 6-22. INSTALLING ADJUSTER ON

ADJUSTER PIN
A. Discard pilot pin 4. Adjuster Assembly

1. Arbor 5. Adjuster Pin
2. Special Sleeve B 6. Special Sleeve A
3. Pilot Pin 7. Arbor Press Table
Use of special sleeves A and B to install adjuster

onto adjuster pin in correct position for assembly
in piston subassembly.

Piston Return Spring 3. Set up the dial indicator between the tester
1. Inspect the return spring for a free height arbor and the table. Place the outer spring
dimension of 22.15 mm (0.872 in.). A measured guide under the tester arbor. Lower the arbor
height of less than 21.59 mm (0.850 in.) is an firmly onto the spring guide. Disregard any
indication that the brake assembly has been tester reading. Hold the arbor in this position
subjected to high temperature operation, result- and set the indicator dial to ZERO, as shown in
ing in permanent set of the spring. This causes View A. Figure 6-23.
loss of spring force at working height. 4. Raise the arbor. Place the return spring over
2. Measure the spring force at maximum service the spring guide and lower the arbor slowly until
deflection of a spring tester as shown in Figure the dial indicator again reads ZERO. Read the
6-23. Use an outer spring guide for test setup spring force on the tester scale, as shown in
purposes. View B, Figure 6-23.
This value is the spring return force exerted under

maximum deflection installed in the piston subas-
sembly. Because of the manufacturing tolerances,
this can be as low as 113 kg (250 lbs), but will usually
measure greater than 136 kg (300 lbs). It is recom-
mended that springs measuring a lower force than
113 kg (250 lbs) under these test conditions be
replaced.
FIGURE 6-23. INSPECTING PISTON RETURN

SPRINGS
1. Tester Arbor 4. Return Spring

2. Outer Spring Guide 5. Tester Force Scale
3. Tester Table
Setup for inspecting piston return springs at

maximum operating deflection. Set up tester
as at (A), disregarding any force scale read-
ing; install return spring over outer spring
guide, compress slowly until dial indicator
again reads zero, read spring force on tester
force scale.

ASSEMBLY 1. Place the adjuster and pilot pin subassembly
onto the end of the adjuster pin.
2. Press the adjuster (4, Figure 6-24) off the
Read and observe all Warning and Caution hazard expendable pilot pin onto the adjuster pin.
alert messages in this publication. They provide
3. Press the second adjuster onto the adjuster pin.
information that can help prevent serious personal
injury, damage to components, or both. 4. Continue to push the adjuster along the
adjuster pin until it contacts the previously
Discard all backup rings, O-rings and dust boots and installed adjuster.
use new ones when servicing the caliper.
5. After assembly, check the adjuster force of the
Adjuster and Pin Assembly adjuster assembly. See instructions elsewhere
in this chapter.
Adjuster and adjuster pins are critical items in

the operation of the piston return mechanism
and must not be mishandled. Under no circum-
stances should the pin diameter be clamped in a
vise or gripped with pliers. In normal use, the
surface of the pin will show only a very slow rate
of wear and both pins and adjuster will normally
outlast many brake lining changes and brake
overhauls.
NOTE: Any rework of the adjuster pin must be

avoided unless absolutely necessary.
If required, install the adjuster onto the adjuster pin

using the following procedure. FIGURE 6-24. INSTALLING ADJUSTER ON
ADJUSTER PIN
A. Discard pilot pin 4. Adjuster Assembly
1. Arbor 5. Adjuster Pin
2. Special Sleeve B 6. Special Sleeve A
3. Pilot Pin 7. Arbor Press Table
Use of special sleeves A and B to install adjuster
onto adjuster pin in correct position for assembly
in piston subassembly.

Piston Subassembly 8. Screw the threaded ring against the spring
1. Install inner spring guide (10, Figure 6-25) into retainer, using a spanner wrench to ensure that
the piston cavity. the threaded ring is bottomed. Holding the
spring compressed, back off the threaded ring
2. Install adjuster pin (8) with the adjuster assem-
one full turn, plus the additional amount needed
blies installed onto the adjuster pin.
to install the lock ring into the first available lock
3. Install outer spring guide (7). ring position.
4. Install return spring (6).
5. Install spring retainer (5).
NOTE: This procedure provides the required built-in
6. Position the piston assembly onto an arbor
clearance (BIC).
press table as shown in Figure 6-16. Use spe-
cial sleeve A shown in Figure 6-26 over the
adjuster pin. Position the threaded ring over the 9. Raise the arbor, remove the piston assembly
special sleeve. from the arbor press, and install the lock ring.
7. Slowly lower the arbor and compress the return
spring to minimum height, and hold.
FIGURE 6-26. SPECIAL SLEEVES
FIGURE 6-25. PISTON SUBASSEMBLY

1. Lock Ring 7. Outer Spring Guide
2. Threaded Ring 8. Adjuster Pin
3. O-Ring 9. Adjuster
4. Adjuster Pin Washer 10. Inner Spring Guide
5. Spring Retainer 11. Piston
6. Return Spring

Brake Caliper 8. Install the four service pistons (1, Figure 6-27)
into the piston bores of each caliper housing.
Seat each piston evenly around each O-ring,
and with even pressure, push the piston
through the O-ring and backup ring. Prevent the
piston from cocking in the bore. Verify that the
Use only the specified components when servic- piston pin is aligned with its hole in the housing.
ing the caliper. Do not mix components from
other calipers. If the wrong components are
installed, the caliper will not operate correctly
and can cause damage to the equipment. Use of
non Komatsu (OEM) parts can cause damage,
loss of braking and serious personal injury.
1. Position the housings onto a work surface so

that the cylinder bores are up.
2. Lubricate all cylinder bores, seals, backup
rings, piston seal surfaces and seal grooves
with silicone grease, such as Dow Corning
DC4. If this is not available, use the same
hydraulic fluid used in the brake system to lubri-
cate the parts.
3. Install a new piston O-ring into the groove of
each service piston bore. Push the O-rings to
FIGURE 6-27. SERVICE PISTONS
the bottom of the grooves.
4. Install a new piston backup ring above each pis- 1. Piston Assembly 2. Dust Seal
ton O-ring.
NOTE: Do not apply grease to the dust seals.

5. Install two new service piston dust seals into the 9. Install a lock washer and locknut onto each pis-
dust seal grooves of each caliper housing. Ver- ton pin.
ify that the dust seals are fully seated.
6. Install a washer and new O-ring onto the
exposed part of each adjuster pin.
7. Lightly apply silicone grease to the four service
piston assemblies and adjuster pin O-rings. When tightening the nuts, avoid turning the
adjuster pins. This can cause damage to the O-
ring and cause the seal to leak.
10. Hold the adjuster pin using a 5/32-inch Allen
wrench and tighten the nuts to 13.6-17.00 N·m
Inspect the outside diameter of each service pis- (120-150 in. lb).
ton for nicks, scratches, surface roughness or 11. Place each housing subassembly onto the
other defects. Replace service pistons having arbor press, and press the piston subassem-
any of these defects. blies into their cavities to the maximum
retracted position. Re-tighten adjuster pin nuts
as described in Step 10.

12. Install a new smaller diameter 63.5 mm (2.5 in.) 14. Install a new larger diameter 127 mm (5 in.)
parking piston backup rings (2, Figure 6-28) into parking piston backup ring (2, Figure 6-29) into
the ring groove of each caliper housing. the outer groove of each parking piston.
NOTE: Position the O-rings into the parking piston
grooves next to the backup rings so that the O-rings
are toward the smaller diameter of the parking piston
and the backup ring will be farthest from the disc.
15. Lightly lubricate two new larger diameter 127

mm (5 in.) parking piston O-rings (3) using sili-
cone grease. Install one O-ring into the O-ring
groove of each parking piston.
16. Lightly apply silicone grease to the outside sur-
faces of each parking piston.
NOTE: Seat the piston evenly around each O-ring

and with even pressure, push the piston through the
smaller diameter O-ring and backup ring into the
caliper housing bore. Prevent the piston from cocking
FIGURE 6-28. PISTON SEALS in the bore.
NOTE: Position the O-rings into the grooves below

the backup rings so that the backup rings are closest
to the disc.
13. Lightly lubricate two new smaller diameter 63.5

mm (2.5 in.) parking piston O-rings (1) using sil-
icone grease. Install the O-rings into the O-ring
grooves of each caliper housing.
Inspect the outside surfaces and grooves of each

parking piston for nicks, scratches, surface
roughness or other defects. Replace parking pis-
tons having any of these defects.
FIGURE 6-29. O-RING INSTALLATION

1. Parking Piston 3. O-Ring
2. Backup Ring

17. Install the two parking pistons (3, Figure 6-30) 20. Install snap ring (2, Figure 6-31) into the snap
into the parking piston bore of each caliper ring groove of each parking piston inner bore to
housing until fully seated. The smaller diameter retain the adjusting collars.
portion of each parking piston is inserted into 21. Make a short bend in the end of a length of
the caliper housing bore first, toward the inside safety wire. Hook the bent end of the wire into
of the caliper housing. one of the slots in the adjusting collar to keep it
18. Apply graphite-based anti-seize compound to from turning when the adjusting bolt is installed.
the tapered surfaces of the adjusting collar.
19. Working from the inside of each caliper housing,
install the parking piston adjusting collar into the
inner bore of each piston. The collar should
conform to the shape of the inner bore of the
parking piston.
FIGURE 6-31. ADJUSTING COLLAR

1. Adjusting Collar 3. Parking Piston
2. Snap Ring
FIGURE 6-30. PARKING PISTON

1. O-Ring 3. Parking Piston
2. Backup Ring 4. Housing

22. Screw the adjusting bolt (1, Figure 6-32) into the 25. Install end plates (2, Figure 6-33) and end plate
adjusting collar finger tight, until fully seated into cap screws into each caliper half. Tighten the
the parking piston. cap screws to 515-624 N·m (380-460 ft lb).
23. Remove the safety wire. 26. Install a new lining assembly (1) into the caliper
24. Press a new parking piston boot into each cali- half. Position the threaded hole into each lining
per housing until fully seated. Snap the inner lip assembly backing plate, to align with the hole in
of the parking piston boot into the groove of the the parking piston adjusting bolt.
parking piston adjusting bolt. 27. Secure the lining assembly to the caliper hous-
ing using safety wire so that it cannot move.
NOTE: The end plates have left and right orientation.
Verify that the end plates are correctly installed to
match the contour of each brake lining backing plate.
Verify that the lining assembly slides freely in the end
plates and is not binding.
Secure the lining assembly to the caliper housing
using safety wire so that it cannot move. Move-
ment of the lining assembly after the next steps
will affect the parking piston adjustment which
may cause the brake to drag after installation.
The lining must remain tight against the caliper
housing until the brake is installed onto the
truck.
FIGURE 6-32. PARK PISTON

1. Parking Piston Adjust- 2. Caliper
ing Bolt
FIGURE 6-33. END PLATES

1. Brake Lining 2. End Plate

28. Install the spring onto the shoulder bolt. Insert 31. Install four spring washers (1 & 2, Figure 6-35)
the shoulder bolt and spring (1, Figure 6-34) onto the surface of each parking piston.
into the adjusting bolt (3).
29. Using a long 3/16-inch (4.763 mm) Allen
wrench, align the backing plate threaded hole
with the shoulder bolt and install the shoulder
bolt and tighten to 13.6-17.0 N·m (120-150 in.
lb).
30. Thoroughly apply a graphite-base anti-sieze
compound to all spring washer surfaces, outer
parking piston surfaces and to the threads of
the parking piston cap.
NOTE: The concave side of the first spring washer

must face the parking piston, cup down. Install the
second cup up, third cup down and fourth cup up.
NOTE: Center each of the spring washers in the
piston to make installation of the parking piston cap
easier.
FIGURE 6-35. SPRING WASHERS
1. Spring Washers (Concave side toward cap)

2. Spring Washers (Concave side toward piston)
3. Spring Piston Cap
FIGURE 6-34. CAP SCREW

1. Cap Screw & Spring 3. Adjusting Bolt
2. Parking Piston

32. Using a suitable spanner wrench, install the
parking piston cap (1, Figure 6-36) into each
caliper housing. Tighten to a minimum of 339
N·m (250 ft lb).
33. Using a suitable Allen wrench, install the pipe
plug into the center hole of each parking piston
cap. Tighten each pipe plug until it is flush with
the surface of the cap.
NOTE: Retain the crossover tubes for assembly after

the brake is installed onto the vehicle.
34. Install the fittings, bleeder screws and plugs into

the housing subassemblies according to 12
o'clock or six o'clock installation requirements.
35. Cover any open ports to prevent contamination.
FIGURE6-36.
1. Parking Piston Cap 2. Spanner Wrench
Holes

PERIODIC INSPECTIONS Inspect the following areas for fluid leaks.
Inspect the caliper, linings and disc on a periodic • Pistons. If fluid leaks at a piston, disassemble the
schedule. caliper. Inspect the piston, bore, O-rings and
backup rings. Service as necessary.
• Elbow Fitting. If fluid leaks at the elbow fitting,
Shoes, Linings and End Plates tighten the fitting. If the leak continues, replace
the O-ring.
• End Plates. To help prevent abnormal lining
wear, replace worn, bent or cracked end plates • Tube Assembly. If fluid leaks from the tube
and distorted shoes. Inspect the end plate cap assembly, tighten or replace the tube or fitting.
screws for wear. Replace the cap screws if worn. • Adjuster Pin. If fluid leaks at the adjuster pin, hold
NOTE: End plate cap screws are highly stressed. the pin and tighten the nut to 120-150 lb-in (13.6-
17 N m). If the leak continues, replace the O-ring.
• Lining Wear. Replace the linings when the
thickness of the lining is less than 3.2 mm (0.125 • Bleeder Screw. If fluid leaks at the bleeder screw,
in.) from the back plate. tighten the bleeder screw. If the leak continues,
replace the bleeder screw.
• Lining Wear Not Even. Replace the linings if the
thickness of the two linings is significantly • Inlet Fitting. If fluid leaks at the inlet fitting, tighten
different. Check the pistons for correct operation. the fitting. If the leak continues, replace the O-
Replace the piston or housing if a piston is ring.
cocked in the bore. Check that the disc surface is
flat and parallel to the linings.
• Oil or Grease on the Linings. Replace the linings. Dust Boots
• Cracks on the Linings. Replace the linings that • Verify that the dust boots are soft and flexible.
have larger or deeper cracks than the small, tight • Disassemble the caliper and replace the dust
cracks on the surface of the lining which are boots that are hard or damaged.
normal when the caliper is used under high
temperature conditions. These cracks are
referred to as heat check cracks.
Brake Disc
• Refer to Brake Disc Inspection in this chapter. If
the disc is worn beyond the wear limits, replace
the disc.

BRAKE LINING BRAKE DISC
Replacement Inspection
Inspect brakes periodically for wear. Linings must be Inspect brake discs for wear.
replaced when lining material has been worn to a 1. Place a straight edge across face of disc and
minimum of 3.2 mm (0.125 in.). Use of linings measure from straight edge to worn face. The
beyond this wear limit will result in a decrease of disc must be replaced when this measurement
braking action, and possible damage to disc. is 1.52 mm (0.06 in.) or more on either side of
the disc, or when the disc thickness is 22.3 mm
When replacing linings, never mix new and used
(0.88 in.) on the worn face (see NOTE). It may
linings in an assembly.
be difficult to use a straight edge on the inner
1. To change linings, refer to Caliper Removal in surface of the disc, so a visual comparison may
this chapter. be used with that of the outer surface. Normally,
2. Place the caliper on a suitable work bench. wear will be the same on both sides. See Figure
Refer to Caliper Disassembly, and follow Steps 6-37.
1-14 to remove the brake linings. NOTE: The disc only needs to be replaced when 20
3. Inspect condition of brake caliper thoroughly to 25% of the disc wear surface is worn below 22.3
before installing linings. mm (0.88 in.).
a. Inspect for evidence of fluid leakage. If 2. It may be difficult to use a straight edge on the
present, brake must be removed for disas- inner surface of the disc, so a visual compari-
sembly, inspection and repair. son may be used with that of the outer surface.
Normally, wear will be the same on both sides.
b. Inspect condition of dust shields. These
should be soft and pliable, and show no evi- NOTE: When installing new linings to be used
dence of hardening of material, rupture, etc. against a worn disc, useful lining life will be
shortened by the depth of the disc wear, since the
c. Inspect condition of tubing and fittings. If
lining must advance this additional distance before
leakage is evident, correct or replace fittings
braking force is effective. In addition, the uneven
as necessary.
wear on the disc face will accelerate lining wear.
Do not rub or press dust shield directly over

sharp edge around piston cavity. This may cause
dust shields to be cut.
d. Wipe brake housing and lining retaining
plates clean before installation of new lin-
ings. If a petroleum base cleaning fluid is
used, such as diesel fuel, use sparingly on
dust shields and wipe dry after cleaning.
4. Squeeze the service pistons back into the bores
by using a special tool or a large C-clamp over
the piston and the back side of the caliper. Use
caution not to damage dust shields.
5. Refer to Caliper Assembly, Steps 19-35 to
install new brake linings.
6. Refer to Caliper Installation to install caliper on
truck.
FIGURE 6-37. REAR BRAKE DISC WEAR LIMITS

SERVICE BRAKE CONDITIONING (BURNISHING) PROCEDURE
GENERAL SAFETY PRECAUTIONS
These procedures apply ONLY to the brake lining
assemblies obtained from Komatsu Parts Dept. for
use on Komatsu Electric Drive Trucks equipped with
original equipment disc brakes.
Conditioning and burnishing of service brake linings • BEFORE DISCONNECTING PRESSURE
must be performed each time a new set of brake lin- LINES, REPLACING COMPONENTS IN THE
ings are installed, or before a new Komatsu Truck is HYDRAULIC CIRCUITS, OR INSTALLING
put into operational service. A surface pyrometer is TEST GAUGES, ALWAYS BLEED DOWN
required to measure brake disc temperatures during HYDRAULIC STEERING AND BRAKE
the conditioning procedures. ACCUMULATORS.
The steering accumulators can be bled down
If “Brake Certification” type tests are to be run, all lin- with engine shut down, turning the keyswitch
ings and discs should be new and the factory should OFF and waiting 90 seconds. Confirm the
be notified. For in-service testing of service brakes, steering pressure is released by turning the
new linings or discs are not necessary. steering wheel - No front wheel movement
should occur. Open the two valves (7, Figure
Front discs should be in serviceable condition with no 6-19) at the bottom of the brake accumulators
metal smearing or metal buildup from previous use (inside brake cabinet) to bleed down the two
and not extensively rough or grooved. Inspect discs brake accumulators.
for wear limits.
• BEFORE DISABLING ANY BRAKE CIRCUIT,
Rear discs will operate at higher temperatures and ensure truck wheels are blocked to prevent
can be dark blue in color and show periodic spots possible rollaway.
[approximately 3.8 cm (1.5 in.) in size] and still be • FRONT BRAKES MUST BE DISCONNECTED
serviceable. A disc that is extremely heat-checked WHEN BURNISHING THE REAR BRAKES.
with radial cracks open to show a gap must not be Front brakes require burnishing
used. independently from rear brakes in order to
control disc temperatures
• EXTREME SAFETY PRECAUTIONS SHOULD
BE USED WHEN MAKING HIGH-ENERGY/
HIGH-SPEED BRAKE STOPS ON ANY
To prevent lining damage during burnishing, as DOWNGRADE.
well as for stop distance tests, release the brakes Safety berms or adequate run off ramps are
necessary for any stopping performance
as quickly as possible at the end of each cycle or
tests.
stop.
• Heavy smoke and foul odor from brake
The burnish procedure consists of: linings is normal during burnishing
1. Alternately applying and releasing the service procedures.
brakes until the recommended brake disc sur-
face temperature is reached: then allow brakes
to cool. Cool brakes, if necessary, by driving
machine. (Rear brakes will normally cool faster
than fronts.) Repeat cycle 3 - 4 more times.
2. To expedite the burnishing cycles of heating
and cooling, operate the brakes on only one
axle at a time, so that the other system will be
cooling (operate front brakes with rear brakes
disconnected, or rear brakes with front brakes
disconnected).
3. The recommended order for burnishing is:
Front, Rear, Front, Rear, Front, Rear and Front.

Rear Brake Conditioning NOTE: The Override Switch on the instrument panel
must be depressed and held by the operator in order
Note: Front brakes will require burnishing
to propel the truck with the brakes applied.
independently from rear brakes in order to control
disc temperatures.
Extreme safety precautions should be used when Do not exceed 800°F (427°C) disc temperatures
making high-energy/high-speed brake stops on during burnishing.
any downgrade. Safety berms or adequate run off 3. Allow the brake discs to cool to approximately
ramps are necessary for any stopping perfor- 121°C (250°F) between cycles.
mance tests.
4. Repeat steps 2 and 3.
1. Temporarily disconnect the FRONT brakes
5. If linings smoke or smell during the second
using the following procedure:
cycle, continue to repeat burnishing cycle until
a. Observe safety precautions on the previous smoke and smell are gone or are significantly
page. Bleed down the steering accumulators reduced.
with engine off, and turn the key switch OFF 6. Reconnect front brakes:
and wait 90 seconds. Confirm the steering
pressure is released by turning the steering a. Relieve pressure in hydraulic system
wheel - No front wheel movement should described in Steps 1a and 1b.
occur. b. Remove cap nuts and reinstall tube (5).
b. Open the two valves (7, Figure 6-38) at the Tighten tube nuts to standard torque.
bottom of the brake accumulators (inside c. Close accumulator bleed valve (7) handles.
brake cabinet) to bleed down the two brake 7. Start engine and check for leaks.
accumulators.
8. Ensure all brakes are functioning properly and
c. Disconnect “BF” hydraulic tube (5, Figure 6- have cooled to approximately 121°C (250°F)
38) at both ends inside brake control cabinet. before releasing truck.
Install a #8, 0.75 x 16UNF-2B, 37° flare Cap
Nut (WA2567, or equivalent) on each fitting
where tube was removed. Tighten caps to
standard torque to prevent leakage. Cap or
plug tube to prevent contamination.
NOTE: This will disconnect the hydraulic
supply from the operator's brake pedal to the
front brakes. There will be a noticeable loss
of “braking action” at the pedal. However,
this method of temporarily disabling the
brakes will still permit the application of
Brake Lock, in the event of an emergency.
d. Close accumulator bleed valves handles (7).
2. Drive empty truck on level terrain at speeds of 5
to 10 MPH while applying (dragging) the brakes
using sufficient pressure to make engine work FIGURE 6-38. BRAKE MANIFOLD AND
until the disc temperatures reach or just exceed COMPONENTS
316°C (600°F).
1. “BR” Hydraulic Tube 5. “BF” Hydraulic Tube
2. Rear Brake Accu- 6. Brake Lock Shuttle
mulator Valve
3. Brake Manifold 7. Brake Accumulator
4. Front Brake Accu- Bleed Valves
mulator

BRAKE BLEEDING PROCEDURE a. Maintaining partial application, open bleeder
valve until a clean stream of oil is discharged
Attach brake lines and bleed brake calipers accord-
from caliper. Use bleeder valves shown in
ing to the following instructions:
Figure 6-39.
NOTE: Bleeder valves must be installed in the
b. Close bleeder valve.
locations shown in Figure 6-39.
5. Repeat above Steps until all air is bled from all
1. Fill hydraulic tank following procedure in Sec-
calipers.
tion P, Hydraulic Tank Service.
6. Check hydraulic reservoir level as bleeding
2. Close brake accumulator drain valves (7, Figure
takes place, maintain correct level.
6-38), if open.
7. Before returning truck to production, brake lin-
3. Securely attach bleeder hose to highest bleeder
ing must be burnished.
valve of each caliper, direct hose away from
brake assembly and into a container to catch
excess oil.
4. With engine at idle, make partial brake applica-
tion of service brake pedal: All new brake linings must be burnished prior to
being put in service. Refer to Service Brake Con-
ditioning.
FIGURE 6-39. BLEEDER PLUG

1. Bleeder Plug 3. Bleeder Plug 5. Bleeder Plug 7. Bleeder Plug
2. Bleeder Plug 4. Bleeder Plug 6. Bleeder Plug

SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2
HYDRAULIC COMPONENT REPAIR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4
STEERING CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8
HYDRAULIC CHECKOUT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10
L01041 Index L1-1

NOTES
L1-2 Index L01041

SECTION L
HYDRAULIC SYSTEM
INDEX
HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
HYDRAULIC SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L2-4
L02043 Hydraulic System L2-1

NOTES:
L2-2 Hydraulic System L02043

HYDRAULIC SYSTEM
HYDRAULIC SYSTEM OPERATION
The following describes the basic hydraulic system The service capacity of the tank is 901 l (238 gal.).
operation. Further system description is outlined Type C-4 hydraulic oil is recommended for use in the
under different system circuits such as the hoist cir- hydraulic system.
cuit and steering circuit in this section of the manual.
NOTE: It is recommended that any hydraulic oil
Refer to Section J for details regarding the hydraulic
to be used for filling or adding to the hydraulic
brake system.
system is routed through a 3 micron filter device
The hoist, steering and brake circuits share a com- prior to use.
mon hydraulic tank (1, Figure 2-1). The tank is
located on the left frame rail forward of the rear
wheels.
FIGURE 2-1. HYDRAULIC PUMPS AND TANK (VIEWED FROM BELOW TRUCK)
1. Hydraulic Tank 3. Steering / Brake Pump 5. Hoist Circuit Hydraulic
2. Hoist Cylinder 4. Hoist Circuit Filters Pump

HIGH PRESSURE HYDRAULIC FILTERS
The truck is equipped with high pressure hydraulic oil
filters to filter the oil supply at the outlet of the pumps.
The steering/brake system filter (4) and two hoist cir-
When servicing the hydraulic system, relieve cuit filters (4, Figure 2-1) are located on the right
pressure before disconnecting hydraulic and side, behind the fuel tank.
other lines. Tighten all connections before apply- Flow restriction through the filter element is sensed
ing pressure. by a pressure differential switch. When restriction is
excessive, the switch will turn on an indicator lamp
Hydraulic fluid escaping under pressure can inside the cab to notify the operator that filter service
have sufficient force to enter a person's body by is required.
possibly death if proper medical treatment by a BLEEDDOWN MANIFOLD
immediately. The bleeddown manifold (6, Figure 2-2) receives oil
from the steering/brake pump and directs it to the
steering accumulators (9), brake system, and to the
COMPONENT DESCRIPTION flow amplifier (7), for steering circuit components.
HOIST PUMP STEERING SYSTEM ACCUMULATORS
The hoist pump (5, Figure 2-2) is a tandem gear type The steering accumulators (9) provide an adequate
pump. The pump is mounted behind the main alter- volume of pressurized oil to allow the truck to be
nator and driven by a drive shaft connection between steered to a safe area if a malfunction occurs in the
the pump and the accessory drive output of the alter- pump. (Brake system accumulators store a supply of
nator. The pump has a total output of 870 l/min (.230 oil to allow several brake applications if the steering/
GPM) at 1900 RPM. brake pump malfunctions. Refer to Section J for
detailed information.)
STEERING/BRAKE PUMP
The Steering/Brake system pump (3) is mounted on
the rear of the hoist system pump and coupled to the
hoist pump driveshaft. This pump has an output of
246 l/min (65 GPM) at 1900 RPM. Output from this
pump provides oil for the truck steering system as
well as the service brake system.
TANK
The hydraulic tank provides a common supply of oil
for the hoist, steering, and brake systems. The
hydraulic tank service capacity is 901 l (238 gal).
Oil leaving the hydraulic tank (1) passes through two
100 mesh wire strainers before entering the hydraulic
pumps. Oil level should be checked periodically and
be visible in the bottom sight glass when the body is
down and the engine is running. If filling is required,
use only clean, filtered type C-4 hydraulic oil.

DISABLED TRUCK CONNECTORS The steering circuit and hoist circuit relief valves are
adjusted to 17 240 kPa (2500 psi). The brake system
Quick disconnect fittings are provided to allow opera-
relief is adjusted to 24 132 kPa (3500 psi).
tion of the steering and brake circuits for temporary
truck operation if the steering/brake pump is not Refer to the appropriate information in this section of
operational. The steering circuit fittings (10) are con- the manual for repair and troubleshooting procedures
nected to another (operational) truck by hoses. A for the hoist system components and steering sys-
jumper hose must be installed between the two brake tem components. Refer to Section J for repair and
circuit quick disconnects (11) to enable service brake troubleshooting procedures for the hydraulic brake
operation. This will allow maintenance personnel to system components.
move the truck to a suitable area for performing
repairs.
Another pair of quick disconnect fittings are installed
on the Overcenter Valve Manifold located above the
steering/brake pump. These fittings are used to
attach hoses to an operational truck in the event that
the hoist pump, hoist valve or other hoist system
component malfunctions. This will allow maintenance
personnel to raise the truck body to dump the load
before moving the disabled truck.

FIGURE 2-2. STEERING CIRCUIT COMPONENTS (VIEWED FROM BELOW TRUCK)
1. Hydraulic Tank 5. Hoist Circuit Pump 9. Steering Accumulators
2. Hoist Cylinders 6. Bleeddown Manifold 10. Steering Quick Disconnects
3. Steering / Brake Pump 7. Flow Amplifier 11. Brake Quick Disconnects
4. Steering Circuit Filter 8. Steering Cylinders (For Jumper Hose)

SECTION L
HYDRAULIC SYSTEM COMPONENT REPAIR
INDEX
HYDRAULIC SYSTEM COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
HOIST PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-4
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-6
Inspection Of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-9
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-10
HYDRAULIC TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16

Filling Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
HYDRAULIC TANK STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Inspect and Clean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
HYDRAULIC TANK BREATHERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-18
HOIST CIRCUIT FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19
FILTER ELEMENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-20

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-20
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-20
INDICATOR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-20
L03039 Hydraulic Component Repair L3-1

NOTES:
L3-2 Hydraulic Component Repair L03039

HYDRAULIC SYSTEM COMPONENT REPAIR
HOIST PUMP
2. Drain the hydraulic tank by use of the drain
Removal
valve (12, Figure 3-1) located on the bottom of
NOTE: It is not necessary to remove the steering the tank.
pump with the hoist pump. The steering pump may
NOTE: If oil in the hydraulic tank has not been
be disengaged and supported as the hoist pump is
contaminated, the shut-off valves can be closed and
removed.
both pump inlet lines can be drained, eliminating the
1. Turn the key switch OFF and allow ample time need to completely drain the tank. Refer to Figure 3-
(approximately 90 seconds) for the accumula- 1.
tors to bleed down. Turn the steering wheel to 3. Remove the rear axle blower hose support
be sure no oil remains under pressure. strap.
FIGURE 3-1. HOIST PUMP PIPING (BOTTOM VIEW)

1. Hydraulic Tank 5. Filter Outlet To Hoist Valve Hose 9. Steering / Brake Pump
2. Hoist Pump Shut-Off Valves 6. Hoist Pump Outlet To Filter Hose 10. Steering Pump Shutoff Valve
3. Hoist Pump Suction Hoses 7. Hoist Circuit Filters 11. Hoist Valve Return To Tank Hose
4. Hoist Pump 8. Hoist Cylinders 12. Hydraulic Tank Drain

4. Disconnect and remove the hose at the alterna- 11. Make sure the lifting and support devices are in
tor end and swing clear of work area. place on both pumps. Loosen (but do not
5. Close the shut-off valves (2 & 10, Figure 3-1). remove) the rear support bracket cap screws
holding the steering pump. Lower the pumps
allowing hoist pump to come down further than
steering pump.
12. Remove the four cap screws (10, Figure 3-2).
Slide hoist pump forward to disengage the
splines of drive coupling (9) from the steering
Always maintain complete cleanliness when
pump.
opening any hydraulic connection. Ensure that
all system lines and components are capped 13. Move pump to a clean work area for disassem-
while the component is removed from the truck. bly.
6. Cap or cover all lines and pump inlets and out-

lets to prevent contamination.
7. Remove the cap screws securing the hoist Installation
pump drive flange to the drive shaft. NOTE: The following procedure assumes the
8. Loosen the cap screws securing the inlet hoses steering pump is already in position on the truck.
(3) and outlet hoses (6) on the hoist pump and
1. Install O-ring (16, Figure 3-2) to steering pump
allow oil to drain. Remove inlet and outlet
(11). Install coupler (9) to hoist pump. If
hoses.
removed coupler has a snap ring, remove the
snap ring and dispose.
The hoist pump weighs approximately 128 kg

(282 lbs). The hoist and steering pump together
weigh approximately 227 kg (500 lbs). Use a suit-
able lifting or support device that can handle the The hoist pump weighs approximately 128 kg
load safely. (282 lbs). The hoist and steering pump together
weigh approximately 227 kg (500 lbs). Use a suit-
able lifting or support device that can handle the
9. Attach a suitable lifting or support device to the load safely.
hoist pump capable of handling approximately 2. Attach a suitable lifting or support device to the
113 kg (250 lbs). Attach a support to the front hoist pump capable of handling approximately
end of the steering pump to hold it in place dur- 113 kg (250 lbs). Move pump into position in
ing removal of the hoist pump. truck.
10. Remove the four cap screws securing the hoist 3. Lubricate the steering pump spline shaft and
pump to the front support bracket. Remove the align with coupling (9). Install hoist pump to
six cap screws holding the support bracket to steering pump and install cap screws (10) with
the “T” bracket and remove support bracket. hardened washers and tighten to standard
torque. Raise pumps up into position.

4. Attach front support bracket to the “T” bracket 8. Service the hydraulic tank with C-4 type hydrau-
and to the pump with cap screws, lockwashers lic fluid. Refer to Hydraulic Tank, this section for
and nuts. Tighten cap screws to standard filling instructions.
torque. 9. Open the three suction line shut-off valves.
5. Connect hoist pump drive flange to drive shaft Loosen cap screws (at the pump) on suction
with cap screws, lockwashers and nuts. Tighten hoses (12 & 16) to bleed trapped air. Then
to standard torque. loosen cap screws (at the pump) on pressure
6. Tighten support bracket cap screw (on rear of hoses to bleed any trapped air. Tighten all cap
steering pump) to standard torque. screws securely.
7. Uncap inlet and outlet hoses and install to NOTE: If trapped air is not bled from steering pump,
pumps using new O-rings. Tighten cap screws possible pump damage and no output may result.
securely. 10. Reconnect blower tube and install blower tube
support strap.
FIGURE 3-2. STEERING PUMP REMOVAL

1. Hoist Pump 7. O-Ring 13. Inlet Port
2. Nut & Washer 8. Transition Plate 14. Compensator Adjuster
3. Dowel 9. Coupling 15. Plug
4. O-Ring 10. Cap Screw 16. O-Ring
5. Cap Screw 11. Steering & Brake Pump 17. Nut
6. Bearing Plate 12. Pump Case Drain 18. Unloader Adjuster

Disassembly 5. Remove nuts (17, Figure 3-2) and remove bear-
ing plate (6) with transition plate (8) and O-ring
NOTE: As parts are removed they should be laid out
(4). Remove cap screws (5) securing the bear-
in a group in the same order in which they are
ing plate to the transition plate and remove
removed.
O-ring (7). Remove dowels if damaged, or if
1. Clean the exterior of the pump assembly thor- replacement of the transition plate is necessary.
oughly. If the steering pump is attached, 6. Remove connector plate (9, Figure 3-3).
remove cap screws (10, Figure 3-2) and pull the Remove O-ring (8) and steel rings (10) and
steering pump free of transition plate (8). (14). Remove dowels (6) if damaged, or if con-
Remove O-ring (16). nector plate replacement is necessary.
2. Remove companion flange from driveshaft. If
NOTE: If the connector plate is stuck, tap lightly with
necessary, heat to 204° to 260°C (400° to
a plastic hammer to loosen.
500°F) to ease removal.
7. Remove backup ring (15), O-ring and retainer
3. Remove coupling (9). Remove snap ring (18) if
(16) and isolation plate (17). Grasp the drive
damaged or replacement of the coupling is nec-
gear (12) and idler gear (11) and pull straight up
essary. Remove dowels (3) if damaged, or if
and out of the gear plate (5) bore. Remove
replacement of the bearing plate is necessary.
pressure plate (18) from gears.
4. The pump may be supported by placing on
8. Remove gear plate (5) and pressure plate (19).
wood blocks with the input drive shaft pointing
Remove steel rings, backup ring, O-ring and
down. Mark each section nearest the input drive
retainer and isolation plate. Remove O-ring (3)
gear to facilitate reassembly.
and stud O-ring (4).
FIGURE 3-3. HOIST PUMP DISASSEMBLY

1. O-Ring 7. Stud 13. Bearings 19. Pressure Plate
2. Bearing Plate 8. O-Ring 14. Steel Ring 20. Dowels
3. O-Ring 9. Connector Plate 15. Backup Ring 21. Coupling
4. O-Ring 10. Steel Ring 16. O-Ring & Retainer 22. Snap Ring
5. Gear Plate 11. Idler Gear 17. Isolation Plate 23. O-Ring
6. Dowel 12. Drive Gear (Rear) 18. Pressure Plate

9. Remove bearing plate (2). Remove O-ring (23) 13. Unthread the thru studs (12) and remove.
and stud O-rings (1). Remove dowels (20) if Remove flange (5), if stuck tap flange lightly
damaged or replacement of the bearing plate is with a plastic hammer to loosen. Remove
necessary. O-ring (8). Remove dowels (6) if damaged or if
replacement of the flange (5) or gear plate (7) is
10. Remove coupling (21). Remove snap ring (22) if
necessary.
damaged or replacement is necessary.
14. Remove steel rings, backup ring, O-ring and
NOTE: Disassembly of the rear pump section is now
retainer. Remove drive gear (1) and idler (3)
complete. Do not remove thru studs at this time as
from gear plate (7). Remove both pressure
the studs serve as guides for disassembly.
plates (18).
11. Remove bearing plate (10, Figure 3-4). If the
15. Remove outboard shaft seal (2), snap ring (21)
bearing plate is stuck, tap lightly with a plastic
and inboard shaft seal (20).
hammer to loosen it. Remove O-rings (9) and
(11).
12. Remove steel rings (13), backup ring (14),
O-ring, retainer (15) and isolation plate (17).
Remove dowels (16) if damaged or if replace-
ment of the bearing plate (10) is necessary.
1. Drive Gear & Shaft

2. Seal
3. Idler Gear
4. Steel Ball
5. Flange
6. Dowel
7. Gear Plate
8. O-Ring
9. O-Ring
10. Bearing Plate
11. O-Ring
12. Thru Studs
13. Steel Rings
14. Backup Ring
15. O-Ring & Retainer
16. Dowel
17. Isolation Plate
18. Pressure Plate
19. Plug
20. Seal
21. Snap Ring
FIGURE 3-4. HOIST PUMP DISASSEMBLY (FRONT SECTION)

NOTE: To aid in shaft seal removal place the flange
on two small wooden blocks, refer to Figure 3-5.
16. Use a punch and hammer and tap the outboard
shaft seal out of the flange bore. (Refer to Fig-
ure 3-6.) Use care not to mar, scratch or dam-
age the seal bore surface, or bearings.
17. After the seals and snap ring have been
removed, clean the bore thoroughly. If neces-
sary, the bore may be smoothed with number
400 emery paper (only).
FIGURE 3-6. SHAFT SEAL REMOVAL

1. Flange 3. Bearings
2. Punch
FIGURE 3-5. SEAL REMOVAL PREPARATION

1. Flange 3. Wooden Blocks
2. Bearings

Inspection Of Parts 5. Inspect the bearings, if they are worn beyond
the gray teflon into the bronze material, the
1. Examine the gear bores in both gear plates, ref-
complete flange connector plates or bearing
erence Figure 3-7. During the initial break-in,
plate should be replaced.
the gears cut into the gear plates. The nominal
depth of this cut is 0.203 mm (0.008 in.) and NOTE: Replacing new bearing in the flange,
should not exceed 0.381 mm (0.015 in.). As the connector plates or bearing plate is not
gear teeth cut into the gear plates, metal is recommended due to close tolerances and special
rolled against the pressure plates. Using a knife tooling required for crimping the bearing in place to
or sharp pointed scraper, remove the metal that prevent bearing spin.
was rolled against the pressure plates. Remove 6. Inspect the flange seal bore for scratches or
all metal chips that were broken loose. gouges which may interfere with shaft seal
installation.
7. For additional pump and system inspection
refer to the Troubleshooting Guide.
When removing the rolled up metal, do not

attempt to remove the gear track-in grooves.
2. Examine the pressure plates. They should not

show excessive wear on the bronzed side. If
deep curved wear marks are visible, discard
and replace with new.
3. Examine the gears. If excessive wear is visible
on the journals, sides, or face of the gears, or at
the point where the drive gear rotates in the lip
seal, discard and replace with new.
4. If any of the internal parts show excessive wear,
replace with new. Replace all O-rings and seals
with new.
FIGURE 3-7. GEAR BORE INSPECTION

1. Gear Track-In 2. Gear Plate

Assembly 6. Position the press ring over the seal. Make sure
that the seal stays centered and true with the
1. A suitable seal press ring or plug and two small
bore, and start applying pressure with the vise.
wood blocks should be available.
Continue pressing the seal until it just clears the
2. The following seal installation procedures are snap ring groove in the bore.
outlined for use with a vise, but they can be
7. Install snap ring (2, Figure 3-9). Make sure the
adapted for use with a press if one is available.
snap ring opening is over the weep hole (10).
3. Open the vise jaws wide enough to accept the
8. Install the Outboard seal (metal face out), until it
combined thickness of the flange, wood blocks
just contacts the snap ring.
and press ring.
4. Place the wood blocks flat against the fixed jaw
of the vise. Place the flange plate against the
blocks in such a position that the bearing pro-
jections are between the blocks and clear of the
vise jaw, refer to Figure 3-8.
5. Lubricate the seals with hydraulic oil. Position
the inboard shaft seal (3, Figure 3-9) with the
metal face toward the outboard end of the
flange.
FIGURE 3-9. SHAFT SEAL INSTALLATION
1. Outboard Shaft Seal 8. Bearing

2. Snap Ring 9. Bearing
3. Inboard Shaft Seal 10. Weep Hole
FIGURE 3-8. SHAFT SEAL INSTALLATION 4. Seal, Metal Face 11. Plug
5. Flange 12. Dowel
1. Flange 3. Bearing Projection 6. Steel Ball 13. Gear Plate
2. Wood Blocks 7. O-Ring 14. Thru Studs

9. Lubricate the thru stud threads (14, Figure 3-9) 10. Install steel rings (5, Figure 3-10). Lubricate and
with hydraulic oil. Thread the studs into flange install backup ring (8), O-ring (7) and ring
until snug. There are 4 long studs and 4 short retainer (6) as shown in Figure 3-10.
studs. Reference Figure 3-10 for proper stud 11. Install the isolation plate (9) on the suction side
location. Lubricate and install O-ring (7). Install of the gear plate. The isolation plate has a relief
dowel pins (12), if removed. Install gear plate area milled on one side, turn that side up or
(13). Make sure the recess in the gear plate will toward the pressure plate.
be toward the connector plate, or facing up
when the gear plate is installed. 12. With the bronze side up and the milled slot fac-
ing toward the discharge side, slide pressure
plate (2, Figure 3-11) down into the gear bores
until it rests on the backup ring and O-ring. Do
not force the plate down the gear bores. If it
hangs up on the way down, work it back and
forth until it slides freely into place.
13. Coat the inside of the gear plate and the gears
with clean hydraulic oil.
FIGURE 3-10. PUMP REASSEMBLY

1. Gear Plate 7. O-Ring
2. Drive Gear 8. Backup Ring
3. Idler Gear 9. Isolation Plate
4. Bearing 10. Relief Area FIGURE 3-11. PRESSURE PLATE INSTALLATION
5. Steel Ring 11. Thru Studs
1. Gear Plate 3. Slot
6. Retainer
2. Pressure Plate

NOTE: To ensure the gear pump is correctly timed 14. With the extension end of the drive gear facing
during reassembly, place a mark on the end of the toward the shaft seals, install the drive gear. Do
input shaft to indicate the location of the valley not drop the gear in the bore as damage to the
between any two gear teeth. Refer to Figure 3-12 bronze face of the pressure plate could result.
which illustrates gear pump timing. Use care when pushing the drive gear exten-
sion thru the shaft seals. Install the idler gear.
15. Install the opposite pressure plate with the
bronze side down and the milled slot facing
toward the discharge side.
FIGURE 3-12. PUMP GEAR TIMING

16. Install steel rings (11, Figure 3-13), backup ring 17. Lubricate and install thru stud O-rings (5) and
(12), O-ring and retainer (13). Install isolation connector plate O-ring (7). Install dowel (14) if
plate with its relief toward the pressure plate. removed. Lubricate the I.D. of the bearings (17)
and install connector plate (6). Install snap ring
(8) and coupling (9).
FIGURE 3-13. HOIST PUMP REASSEMBLY

1. Drive Gear and Shaft 5. O-Ring 9. Coupling 13. O-Ring & Retainer
2. Idler Gear 6. Connector Plate 10. Thru Studs 14. Dowel
3. Gear Plate 7. O-Ring 11. Steel Ring 15. Isolation Plate
4. Relief 8. Snap Ring 12. Backup Ring 16. Pressure Plate
17. Bearing

18. Lubricate O-ring (3, Figure 3-14) and install in 20. Lubricate I.D. of bearings (18, Figure 3-14).
bearing plate (7). Lubricate O-rings (4) and Install O-rings (8 & 9) and dowel (25) if
install over studs (12). Replace dowel (2) if removed. Install gear plate (10). Make sure
removed. Install bearing plate (7). relief in gear plate is toward bearing plate (7).
19. Repeat steps 10, 11 and 12 for installation of 21. Install rear drive gear (1) and idler gear (13).
the steel rings, backup ring, O-ring, retainer, The rear drive gear must be timed with the front
isolation plate and pressure plate. drive gear. This is accomplished by lining up a
tooth on the rear drive gear with the valley of
two teeth on the front drive gear, as shown in
Figure 3-12.
FIGURE 3-14. HOIST PUMP REASSEMBLY

1. Drive Gear (Rear) 8. O-RIng 14. Cap Screw 20. Nut
2. Dowel 9. O-Ring 15. Bearing Plate 21. O-Ring
3. O-Ring 10. Gear Plate 16. Transition Plate 22. Dowel
4. O-Ring 11. Connector Plate 17. O-Ring 23. Dowel
5. Coupling 12. Stud 18. Bearings 24. O-Ring
6. Connector Plate 13. Idler Gear 19. Coupling 25. Dowel
7. Bearing Plate

22. Repeat steps 15 and 16 for installation of the 31. Install a new O-ring on steering pump flange
remaining pressure plate, steel rings, backup and install steering pump to the transition plate
ring, O-ring, and retainer and isolation plate. (16, Figure 3-14). Install cap screws and tighten
to standard torque.
23. Lubricate and install O-ring (24, Figure 3-14) in
connector plate (11). Install dowel (23) if 32. Install companion flange on pump driveshaft. If
removed. Lubricate I.D. of bearing in the con- necessary, heat to 204° to 260°C (400° to
nector plate (11). Install connector plate (11) 500°F) to ease installation.
with flat washers and nuts.
24. Install dowel (22) if removed. Lubricate and
position O-ring (17) in transition plate (16).
Assemble bearing plate (15) to transition plate
and install cap screws (14). Tighten cap screws
to standard torque. Do not force flange onto shaft. Be certain flange
25. Lubricate O-ring (21) and position on bearing is bottomed on shaft before it cools.
plate (15). Install the assembled bearing plate 33. After flange has cooled, install nut and washer
and transition plate (15 & 16) to the connector on pump shaft. Tighten to 407 N·m (300 ft lbs)
plate (11) and secure in place with nuts (20). torque.
Tighten nuts to standard torque.
26. Install coupling (19).
27. Lubricate the thru stud threads and install two
opposite stud nuts and hardened washers.
Tighten nuts to 325 to 339 N·m (240 to 250 ft
lbs) torque.
28. Using an 18 inch (45 cm) adjustable wrench,
check pump drive shaft rotation. The drive shaft
will be tight but should turn freely with a maxi-
mum of 7 to 14 N·m (5 to 10 ft lbs) torque, after
the initial surge. (Refer to Figure 3-15.)
29. If the shaft will not turn properly, disassemble
the pump and examine the parts for burrs or for-
eign material causing buildup or interference
between parts.
30. When the input shaft turns properly install the
remaining hardened washers and nuts. Tighten FIGURE 3-15. PUMP ROTATION CHECK
nuts to 325 to 339 N·m (240 to 250 ft lbs)
torque. 1. Wrench 3. Pump
2. Input Shaft

HYDRAULIC TANK 3. Replace fill cap.
4. Start engine, raise and lower the dump body
Filling Instructions
three times.
NOTE: If filling is required, use only type C-4 5. Continue to repeat steps 1 thru 4 until oil level is
hydraulic oil as specified on the truck Lubrication maintained in the top sight gauge with the
Chart. Filtering of oil with a 3 micron filtering system engine stopped, key switch OFF, and body
is recommended. down.
NOTE: With engine running and oil at operating
temperature, the oil should be visible in the lower
sight glass. If not, stop the engine and add oil per
Filling Instructions. Minor adjustments to oil level can
Prior to opening the hydraulic tank, allow at least be made by using the drain cocks (5) next to filler
90 seconds for the accumulator to bleed down neck.
after engine shutdown and key switch OFF.
1. With the engine stopped, body down, and the
key switch OFF, wait for at least 90 seconds.
2. Remove the fill cap (1, Figure 3-16) and add If a hydraulic system component fails, an oil anal-
clean type C-4 hydraulic oil until oil is at the top ysis should be made before replacing any com-
sight gauge. ponent. If foreign particles are evident, system
must be flushed. Refer to “Hydraulic System
Flushing” instructions.
Removal
1. Turn key switch OFF and allow at least 90 sec-
onds for the steering accumulator to bleed
down.
Be prepared to contain approximately 901 l (238 gal.)
of hydraulic oil. If the oil is to be reused, clean
containers must be used with a filtering (3 micron)
system available for refill.
2. Thoroughly clean the outside of the hydraulic
tank and attached equipment.
3. Drain the hydraulic tank by removing the drain
plug (2, Figure 3-17) located on the bottom of
the tank.
Take care to avoid contact with hot oil if truck

has been operating. Avoid spillage and contami-
nation.
FIGURE 3-16. HYDRAULIC TANK

1. Fill Cap 4. Drain Valve
2. Sight Gauges 5. Oil Sampling Drain
3. Breather Filters (2) Cock

4. Disconnect hydraulic lines. Plug lines to prevent HYDRAULIC TANK STRAINERS
possible contamination to the system. Tag each
line at removal for proper identification during Removal
installation.
5. Attach a lifting device to the hydraulic tank.
6. Remove the cap screws and lockwashers
securing the hydraulic tank mount caps to the
frame. Prior to opening the hydraulic tank, allow at least
7. Move hydraulic tank to a clean work area for 90 seconds for the accumulator to bleed down
disassembly or repair. after engine shutdown with the key switch OFF.
1. Stop the engine and turn the key switch OFF
and wait at least 90 seconds.
NOTE: If the oil is to be reused, clean containers
Installation must be used with a filtering (3-micron) system
available for refill.
1. Install hydraulic tank and secure mount caps
2. Be prepared to contain approximately 901 l
with cap screws and lockwashers. Tighten to
(238 gal.) of hydraulic oil. Drain hydraulic oil
from tank at port on bottom of tank (2, Figure 3-
2. Uncap hydraulic lines and attach to the proper 17).
connections.
3. Disconnect hoist pump supply hoses at the
3. Replace breather filters if required. tank. (3).
4. Fill the hydraulic tank with clean, filtered C-4 4. Remove the 22 cap screws and lockwashers
hydraulic oil. Refer to “Filling Instructions”. (4) securing cover to the hydraulic tank.
5. Bleed all air from hydraulic lines. Remove and discard gasket.
6. Bleed trapped air inside steering pump. Refer to 5. Remove cap screws and lockwashers securing
Pump Pressure Setting, Section L for air bleed- suction strainers. Remove suction strainers.
ing procedure.
Inspect and Clean
NOTE: If trapped air is not bled from steering pump,
possible pump damage and no output may result. NOTE: Inspect the strainers thoroughly for metallic
particles and varnish build up (if oil has been
overheated). The quantity and size of any particles
may be an indication of excessive wear of
components in the hydraulic system.

Installation
1. Install suction strainers and secure in place with
cap screws and lockwashers. Tighten cap
screws to standard torque.
2. Using new cover gasket, install cover and
secure in place using cap screws and lock-
washers (4, Figure 3-17). Tighten cap screws to
standard torque.
3. Fill the hydraulic tank, refer to Hydraulic Tank
Filling Instructions. Open the three suction line
shut-off valves.
4. Loosen suction line connections at both pumps
to bleed any trapped air. Tighten hose connec-
tions.
5. Bleed trapped air inside steering pump. Refer to
Pump Pressure Setting, Section L for air bleed-
ing procedure
possible pump damage and no output may result.
FIGURE 3-17. STRAINER REMOVAL
1. Steering Pump Supply 3. Hoist Pump Supply
2. Drain Port 4. Cap Screws & Washers HYDRAULIC TANK BREATHERS
There are two breather filters (3, Figure 3-16) located
on top of the hydraulic tank to allow air in and out of
1. Clean the strainers with fresh cleaning solvent the tank. The filters should be replaced at the interval
from the inside out. specified on the lubrication chart.
2. Inspect the strainers for cracks or wear.
Keep the area around the breather filters clean and
Replace, if necessary.
free of debris build up. If there is any sign that the
3. Clean any sediment from bottom of hydraulic breather filters are oil soaked, replace the filters as
tank. soon as possible and check for proper oil level. Once
the breather filters become oil soaked, they will plug
very quickly.
NOTE: Plugged breather filters can cause pressure
build up inside the hydraulic tank and can cause the
service brakes to drag.

HOIST CIRCUIT FILTERS
Two hoist circuit filters (Figure 3-18) are located on
the fuel tank below the right frame rail. The filters pro-
vide secondary filtering protection for hydraulic oil
flowing to the hoist valve and hoist circuit compo-
nents.
An indicator switch (5) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 241 kPa (35 psi) to actu-
ate a warning lamp on the overhead display panel.
Actual filter bypass occurs at 345 kPa (50 psi).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
FIGURE 3-18. HOIST CIRCUIT FILTER ASSEMBLY
1. O-Ring 8. Setscrew
2. Plug 9. Filter Element
3. Filter Head 10. Bowl
4. O-Ring 11. Bleed Plug
5. Indicator Switch 12. O-Ring
6. O-Ring 13. Bottom Plug
7. Backup Ring

FILTER ELEMENT REPLACEMENT Installation
1. Install new element (9). Install new O-ring (6)
and backup ring (7).
2. Install bowl on filter head and tighten. Lock in
place with setscrew (8).
Relieve pressure before disconnecting hydraulic 3. Install bottom plug (13), and bleed plug (11).
and other lines. Tighten all connections before
applying pressure.

have sufficient force to enter a person's body by INDICATOR SWITCH
penetrating the skin and cause serious injury and The indicator switch (5, Figure 3-18) is factory preset
possibly death if proper medical treatment by a to actuate at 241 kPa (35 psi). When activated, the
physician familiar with this injury is not received switch will illuminate the amber Hydraulic Oil Filter
immediately. warning lamp located on the overhead display panel
in the operator’s cab.
Note: Excessive restriction in either the hoist circuit
Removal filter, or the steering circuit filter element will cause
the Hydraulic Oil Filter warning lamp to illuminate.
1. With the key switch OFF, allow at least 90 sec-
onds for the accumulators to bleed down.
2. Remove bleed plug (11, Figure 3-18). Remove
bottom plug (13) and drain oil from the housing
into a suitable container.

nation!
3. Loosen setscrew (8). Remove bowl (10).

4. Remove filter element (9).
5. Remove and discard backup ring (7) and O-ring
(6).
6. Clean bowl in solvent and dry thoroughly.

SECTION L
STEERING CIRCUIT
INDEX
STEERING CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
STEERING CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-4

No Steer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-6
Steering Left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-8
Steering Right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-10
No Steer, External Shock Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-12
BLEED DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-14
ACCUMULATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
Low Precharge Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
HIGH PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15
STEERING/BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-15

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-16
PRINCIPLE OF OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18

Full Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
Half Pump Volume: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-18
Neutral Position: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L4-19
L04048 Steering Circuit L4-1

NOTES:
L4-2 Steering Circuit L04048

STEERING CIRCUIT
STEERING CIRCUIT OPERATION The accumulator oil is supplied constantly to the flow
amplifier, via the bleed down manifold. The accumu-
The steering/brake pump (2, Figure 4-1) delivers oil
lators also act as a reservoir for pressurized hydrau-
to the high pressure steering filter (7), then to a bleed
lic oil to be used during an emergency situation
down manifold valve (4) which is located on the
should the hydraulic steering oil supply malfunction
inside left frame rail. The bleed down manifold diverts
for any reason.
oil between the steering circuit and brake circuit. The
bleed down manifold directs oil to the steering accu-
mulators (6), flow amplifier (7), brake circuit and
steering cylinders via the flow amplifier.
Oil entering the accumulator via the bleed down
manifold pushes the floating piston within the accu- If a loss in steering pressure occurs, stop the
mulator upward, compressing the nitrogen on the truck immediately. The pressure in the accumula-
opposite side of the piston. The nitrogen pressure tor allows the operator to steer the truck only for
increases directly with steering circuit pressure. The a short period. Do not attempt further operation
top side of the piston is pre-charged to 9 653 kPa until the problem is located and corrected.
(1400 psi) with pure dry nitrogen when the piston is
at the bottom.
FIGURE 4-1. STEERING CIRCUIT (BOTTOM VIEW)

1. Steering Circuit Filter 4. Hydraulic Tank 7. Flow Amplifier Valve
2. Steering / Brake Circuit Filter 5. Steering Quick Disconnects 8. Bleeddown Manifold Valve
3. Shut-off Valve 6. Steering Accumulators 9. Hoist Circuit Pump

COMPONENT DESCRIPTION
Hydraulic oil flows to the closed center steering valve
via the flow amplifier. The flow amplifier is pilot-con- STEERING CONTROL UNIT
trolled by the steering valve. Due to large oil dis- The steering control unit is located behind an access
placement in the steering cylinders, the flow amplifier cover on the front of the operator's cab. The steering
is incorporated in the steering circuit. The steering control unit is connected directly to the steering col-
column is connected directly to the steering valve. umn. The valve incorporates a rotary meter which
When the steering wheel is rotated, oil is directed to ensures the oil volume supplied to the steering cylin-
the steering cylinders via the flow amplifier to the ders is proportional to the rotation of the steering
appropriate side of the pistons in the steering cylin- wheel.
ders. When steering circuit pressure reaches 17 238
Operation of the steering control unit is both manual
kPa (2500 psi) at the flow amplifier, or during a no
and hydraulic in effect, providing the operator with
steer situation, flow is blocked at the priority valve
power steering. The valve will be spring returned
within the flow amplifier.
automatically to its closed, neutral position when
turning is stopped.
FLOW AMPLIFIER
The flow amplifier (Figure 4-2) is located on the left
inside frame rail just forward of the bleed down mani-
fold. The flow amplifier is required in the steering cir-
cuit due to the large volume of oil displacement
required for steering. The flow amplifier uses the
amount of flow from the steering control valve to
determine the amount of amplified flow to send from
the bleed down manifold to the steering cylinders.
Reference Figures 4-3 through 4-6 for oil flow paths
during the neutral, steering and external shock load
conditions.

FIGURE 4-2. FLOW AMPLIFIER

No Steer
(Refer to Figure 4-3):

High pressure oil from the steering pump and steer- As pressure builds up in these two areas, oil passes
ing accumulators is available through the steering through orifices in the end of the priority valve and
bleeddown manifold to the HP port on the flow ampli- builds pressure on the end of the valve and port PP.
fier assembly. When pressure reaches approximately 3 447 kPa
(500 psi), the spool moves compressing its spring
Upon Entering the priority valve, it goes past the
and closes off oil supply through area “A” resulting in
spool to the closed amplifier valve and also out port P
only 3 447 kPa (500 psi) at the amplifier spool, steer-
through a hose to port P on the steering control unit.
ing control unit, and PP port.
In the control unit, it goes to a closed area in the con-
trol valve.

FIGURE 4-3. FLOW AMPLIFIER (No Steer)

Steering Left
When the operator turns the steering wheel “left”, the The number of holes K (9) in sleeve E determine the
steering control unit valve is opened to allow oil com- amount of additional oil that is added to the steering
ing in port P to pass to the gerotor section of the con- control unit oil passing through hole G. This com-
trol unit to turn the rotor. Oil in the other side of the bined oil going to the center area Q of the directional
gerotor flows through other passages in the control valve passes out port CL of the flow amplifier assem-
unit valve and out steering control unit port L. This oil bly and travels to the steering cylinders to steer the
enters port L of the flow amplifier assembly and goes front wheels to the left. As the cylinders move, oil is
to a closed area B in the directional valve. As pres- forced to return out the opposite ends, enter port CR
sure in this area builds, it also passes into the spool of the flow amplifier assembly, pass through the
through orifice C to the spring area on the end of the directional valve to area M, passes through the return
directional valve. The pressure then moves the spool check valve N, and exit port HT to the hydraulic res-
compressing the springs on the opposite end. This ervoir.
movement allows the oil entering area B to pass
At the steering control unit, when the operator turned
through the directional valve to area D of the ampli-
the steering wheel, supply oil from port P was also
fier valve through sleeve E holes to a passage
delivered through the control unit valve to port LS.
between sleeve E and valve F through hole G in
This oil enters the flow amplifier assembly through its
sleeve E where it initially is blocked by the valve
LS port and builds pressure in the spring area of the
body. As pressure builds up in this area, oil also
priority valve. This additional force on the spring end
flows from area D around the OD sleeve E around
of the priority valve causes area A to open and allow
pin H through orifice J to build pressure on the end of
the necessary flow and pressure to pass through the
the amplifier valve and opens hole G only enough to
amplifier valve to operate the steering cylinders.
allow the flow of oil coming from the steering control
unit to pass to the control area of the directional The flow amplifier assembly includes a relief valve in
valve. At the same time, the movement of sleeve E the priority valve spring area that is used to control
opened the holes near the spring end to allow the oil maximum steering working pressure to 17 237 kPa
from the priority valve to flow into the center of sleeve (2500 psi) even though supply pressure coming into
E. This oil now inside sleeve E pushes valve F port HP is higher. When 17 237 kPa (2500 psi) is
against its spring to give the oil access to a series of obtained, the relief valve prevents the LS pressure
holes K that are in the same plane as hole G. The from going higher and thereby allows the priority
passage of oil through holes K past the valve body is valve to compress the spring enough to close off
metered by holes K being opened the same propor- area A when 17 237 kPa (2500 psi) is present.
tion as is hole G.

FIGURE 4-4. FLOW AMPLIFIER (Steering Left)

Steering Right

Only a few differences occur between steer left and The combined oil from the amplifier valve passes
steer right. When the operator turns the steering through the center area Q of the directional valve to
wheel right, oil is supplied out ports R and LS of the port CR where it goes to the opposite ends of the
steering control unit. The oil enters the flow amplifier steering cylinders to turn the wheels right. The
assembly at port R and shifts the directional valve returning oil comes back through port CL to go to the
the opposite direction. The oils flow through the tank. The LS oil operates exactly the same as steer
amplifier valve exactly the same. left.

FIGURE 4-5. FLOW AMPLIFIER (Steering Right)

No Steer, External Shock Load
When the operator is not turning the steering wheel, As the cylinders are allowed to move, the other ends
the steering control unit valve supply is closed. The will have less than atmospheric pressure on port CL.
directional valve remains centered by its springs thus This low pressure permits oil that is escaping through
closing the passages to ports CL and CR. This cre- the CR port relief valve to flow through the check
ates a hydraulic lock on the steering cylinders to pre- valve portion of the shock and suction relief valve
vent their movement. If the tires hit an obstruction to connected to port CL. The oil then flows to the low
cause a large shock load to force the wheels to the pressure ends of the cylinders to keep the cylinders
left, increased pressure will occur in the ends of the full of oil and prevent cavitation. A shock load in the
cylinders connected to port CR. The shock and suc- opposite direction merely reverses the above proce-
tion relief valve inside the flow amplifier assembly at dure.
port CR will open at its adjusted setting (19 995 kPa,
(2900 psi)) and allow oil to escape from the pressur-
ized ends of the cylinders preventing a higher pres-
sure.

FIGURE 4-6. FLOW AMPLIFIER (No Steer, External Shock Load)

BLEED DOWN MANIFOLD The relief valves, accumulator bleed down solenoids,
and steering pressure switch are not individually
The bleed down manifold (10, Figure 4-7) is located
rebuildable and are factory preset. Refer to Steering
on the inside of the left hand frame rail just behind
Circuit Check-Out Procedure for relief valve setting.
the flow amplifier (6).
Each time the key switch is turned OFF, it energizes
The bleed down manifold is equipped with two bleed
the bleed down solenoids. When the bleed down
down solenoid valves (1), two relief valves (5 & 9), a
solenoids are energized, all hydraulic steering pres-
low steering pressure switch (4), and pilot operated
sure, including the accumulator, is bled back to the
check valve (13). The bleed down manifold receives
hydraulic tank. Brake pressure however, will not
oil from a high pressure filter. Oil within the bleed
bleed down due to internal check valves in the brake
down manifold is directed to the accumulators, brake
manifold.
circuit, and flow amplifier. Oil supply for the steering
control valve and steering cylinders is supplied by the After approximately 90 seconds, the solenoids will
flow amplifier. de-energize to close the return port to tank. By this
time all the oil in the accumulator should be returned
If for any reason the steering pump supply is lost, the
to tank. At start-up, the steering circuit will be
truck can be slaved from another truck by using the
charged, including the brake circuit. The Low Steer-
quick disconnects. Connect “disabled truck” lines to
ing Pressure light and buzzer will turn on until steer-
the quick disconnect fittings located on the outside of
ing pressure reaches 15 858 kPa (2300 psi). This is
the left frame rail, by the steering accumulators. Also
controlled by the steering pressure switch located on
connect a jumper hose between the quick discon-
the bleed down manifold. During operation, if steer-
nects (2), one located on the bleeddown manifold,
ing pressure falls below 15 858 kPa (2300 psi), the
the other just inside the left frame rail by the disabled
Low Steering Pressure warning light will illuminate.
truck quick disconnect. This jumper hose must
capable of withstanding 24 131 KPa (3500 psi)
brake system pressure.
FIGURE 4-7.
1. Bleed Down Solenoid 5. Return Relief Valve (500 10. Bleed Down Manifold 15. Hoist Pilot Valve Return
2. Brake Quick Dis- psi) 11. Return Line Line
connect 6. Flow Amplifier 12. From Steering Filter 16. Supply to Brakes
3. Accumulator Supply 7. Unloader Valve Line 13. Check Valve (Piloted) 17. Return from Flow Ampli-
4. Low Steering Pressure 8. Check Valve 14. Outlet to Flow Amplifier fier
Switch 9. Relief Valve (4000 psi)

ACCUMULATORS HIGH PRESSURE FILTER
The accumulators (6, Figure 4-1) are a bladder type. The high pressure filter (1, Figure 4-1) filters oil for
The accumulators are charged to 9653 kPa (1400 the steering and brake circuits.
psi) with pure dry nitrogen.
If the filter element becomes restricted, a warning
Oil entering the accumulator pushes the bladder indicator located in the cab, on the overhead display
upward compressing the nitrogen. The nitrogen pres- is activated at 276 kPa (40 psi) and oil will bypass the
sure increases directly with steering circuit pressure. element at 345 kPa (50 psi).
When brake/steering circuit pressure reaches 24 132
to 24 476 kPa (3500 to 3550 psi), the unloader valve STEERING/BRAKE PUMP
will unload the pump output to approximately 2758 The Steering/Brake pump (2, Figure 4-1) is mounted
kPa (400 psi). The accumulators will contain a quan- on the rear of the tandem hoist pump. This pump
tity of oil under pressure available for steering the supplies oil to both the brake system and steering
truck. When system pressure drops to 22 063 kPa system. Figure 4-8 shows the location of various
(3200 psi), the pump output will again increase to steering pump components. Refer to Figure 4-13 for
refill the accumulators and increase steering system a hydraulic circuit schematic of the pump with
pressure. The accumulators also provide oil, for a unloader and compensator.
limited amount of use, to be used in case of an emer-
gency situation should the pump become inopera-
tive.
Low Precharge Warning Switch

Pressure switches located in the top of each accu-
mulator monitor nitrogen pressure and are used to
activate the accumulator precharge warning light if
the nitrogen pressure drops below 7584 kPa (1100
psi).
The switches monitor nitrogen pressure when the
key switch is turned ON and before the engine is
started. If nitrogen pressure is too low, the warning
lamp turns ON - a latching circuit prevents the warn-
ing lamp from turning off when the engine is started
and steering system pressure compresses the nitro-
gen remaining in the accumulator.
Do not operate the truck with less than 7 584 kPa

(1100 psi) nitrogen precharge in the accumula-
tors because there may be inadequate oil supply
in some emergency conditions. If low nitrogen
precharge pressure is determined, recharge the
FIGURE 4-8. STEERING / BRAKE PUMP
accumulators to 9 653 kPa (1400 psi).
1. Accumulator Connec- 4. Stroke Adjuster
tion 5. Outlet Port
2. Pressure Compensator 6. GP2 Port
Adjuster 7. GPA Port
3. Unloader Adjuster

Operation
Refer to the parts list at right and the pump illustra- FIGURE 4-9. CUT-AWAY VIEW OF
tion in Figure 4-9 for the following description of oper- STEERING PUMP
ation.
• The driveshaft (38, Figure 4-9) runs through the 1. Plug 30. Back-Up Ring
centerline of pump housing (40) and valve plate 2. O-Ring 31. Swashblock
(51). 3. Spring 32. Dowel Pin
4. Back-Up Ring 33. Saddle
• Cylinder barrel (48) is splined to the drive shaft. 5. O-Ring 34. Roll Pin
• A ball bearing (36) supports the outboard end of 6. Back-Up Ring 35. Retainer Ring
the driveshaft and a (bushing type) bearing (50) 7. O-Ring 36. Bearing
supports the inboard end. 8. Piston Ring 37. Shaft Retainer Ring
• The pump cylinder barrel is carried in a 9. O-Ring 38. Shaft
polymerous (journal type) bearing (44). 10. Back-Up Ring 39. Seal Retainer
11. Spring 40. Pump Housing
• The valve plate (51) has two crescent shaped 12. Control Piston Stop 41. Shaft Seal
ports (inlet and outlet).
Pin 42. O-Ring
• Pumping pistons (47) in the cylinder barrel are 13. Spring 43. Fulcrum Ball
held against a swashblock (31) by a shoe 14. Piston 44. Cylinder Bearing
retainer (17). 15. Pin 45. Pressure Compensa-
• The shoe retainer is held in position by the 16. Control Piston Stop tor
fulcrum ball (43) which is forced outward by Pin 46. Compensator
retainer springs (13). The springs act against the 17. Shoe Retainer Adjuster
pump cylinder barrel (48) forcing it against the 18. Pin 47. Piston/Shoe Assem-
valve plate (51) while also forcing the piston 19. Retainer Ring bly
shoes against the swashblock. 20. Washer 48. Cylinder Barrel
• The semi-cylindrical shaped swashblock limits 21. Saddle Bearing 49. Gasket
the piston stroke and can be swivelled in arc 22. Roll Pin 50. Bearing
shaped saddle bearings (21). 23. O-Ring 51. Valve Plate
24. Link 52. Cap Screw
• The cradle is swivelled by the control piston (14).
25. O-Ring 53. O-Ring
26. Gland 54. Cover
27. Jam Nut 55. Piston Ring
28. Maximum Flow Stop 56. Cap
Adjuster 57. Unloader Block
29. Retaining Ring 58. Unloader Adjuster

FIGURE 4-9. CUT-AWAY VIEW OF STEERING PUMP

PRINCIPLE OF OPERATION
Full Pump Volume:
Control piston (1, Figure 4-10) controls the angle of
the swashblock (4). When the control piston moves
to the full right position, the pump is at maximum
pumping capacity.
The driveshaft turns the splined housing (2) which
contains the pumping pistons (3). When the housing
is rotated, the pistons move in and out of their bores
and the piston shoes “ride” against the angled
swashblock (4).
As the cylinder rotates, the individual piston bores
are connected, alternately to the left (port A) and
right (port B) crescent shaped ports in the valve FIGURE 4-10. PUMP AT FULL VOLUME
plate. While connected to left side (suction) port A, 1. Control Piston 3. Piston
each piston moves outward, drawing fluid from port A 2. Housing 4. Swashblock
into the piston bore until its outermost stoke is
reached. At that point the piston bore passes from
the left crescent port to the right crescent port.
While rotating across the right side crescent, each
piston moves downward on the angled swashblock
face. Thus, each piston is forced inward. Each piston
displaces fluid through the right side crescent to port
B until it's innermost stroke is reached. At that point,
the piston bore again passes from the right to the left
side crescent and the operating cycle is repeated.
Half Pump Volume:

Figure 4-11 shows that the position of the control pis-
ton (1) is near the center of its travel. The swash-
block is not angled as steep as before, and therefore
the pistons have a shorter stroke. As the piston
stroke gets shorter, the pump output also decreases.
FIGURE 4-11. PUMP AT HALF VOLUME
1. Control Piston 3. Piston

2. Housing 4. Swashblock

Neutral Position:
Neutral position (Figure 4-12) results when the con-

trol piston (1) centers the swashblock (4). The
swashblock angle is now zero and swashblock face
is now parallel to cylinder face. Therefore, no inward
or outward motion of the pump pistons exists as pis-
ton shoes rotate around the swashblock face. The
lack of inward and outward motion results in no fluid
being displaced from the piston bores to the cres-
cents in the valve plate and subsequently no deliv-
ery from pump ports.
FIGURE 4-12. PUMP IN NEUTRAL POSITION

1. Control Piston 3. Piston
2. Housing 4. Swashblock
FIGURE 4-13. STEERING PUMP HYDRAULIC SCHEMATIC

NOTES

SECTION L
STEERING CIRCUIT COMPONENT REPAIR
INDEX
BLEED DOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-5
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-6
LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-8
STEERING ACCUMULATOR CHARGING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-9

Temperature During Precharge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12
ACCUMULATOR STORAGE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12

Instructions For Storing Bladder Accumulators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-12
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-13
Bladder Storage Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-13
FLOW AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-16
Reassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-17
STEERING CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18
Spline Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-19
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-19
Cleaning and Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-20
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-21
L05035 Steering Component Repair L5-1

STEERING CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Inspection and Cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
STEERING CIRCUIT FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-26

Filter Element Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-26
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
Indicator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-27
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-29
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-30
Control Piston Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-30
Valve Plate Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-31
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-31
Swashblock Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Rotating Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-32
Driveshaft Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Compensator Block and Unloader Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
Stroke Adjuster Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-36
L5-2 Steering Component Repair L05035

STEERING CIRCUIT COMPONENT REPAIR
BLEED DOWN MANIFOLD
Removal
NOTE: The Bleed Down Manifold may not have to be
removed from the truck to replace components. If
problem area has been isolated, simply remove
defective components and replace with new.
Relieve pressure before disconnecting hydraulic

applying pressure.
immediately.
1. Turn the key switch OFF and allow 90 seconds
for the accumulators to bleed down.
2. Disconnect wires at the bleed down solenoid (1,
Figure 5-1) and steering pressure switch. FIGURE 5-1. BLEED DOWN MANIFOLD
3. Disconnect, label and plug each hydraulic line
to prevent contamination. 1. Bleed Down Solenoid 9. Relief Valve (4000 psi)
2. Brake Quick 10. Bleed Down Manifold
4. Remove mounting cap screws and remove the Disconnect 11. Return Line
bleed down manifold (10). 3. Accumulator Supply 12. From Steering Filter
5. Clean exterior of manifold before removing any 4. LowSteeringPressure 13. Check Valve (Piloted)
components. Switch 14. Outlet To Flow
5. Return Relief Valve Amplifier
Installation (500 psi) 15. Hoist Pilot Valve
1. Install bleed down manifold. Secure in place 6. Flow Amplifier Return Line
with cap screws. Tighten cap screws to stan- 7. Unloader Valve Line 16. Supply to Brakes
dard torque. 8. Check Valve
2. Unplug lines and attach. Tighten connections
securely.
3. Attach electrical leads to the bleed down sole- NOTE: Adjustment of the relief valves is not neces-
noid and steering pressure switch. If check sary or recommended. Relief valves are factory pre-
valves or relief valves were removed, replace set. Do not attempt to rebuild or repair if relief valves
using new O-ring seals. are defective. Replace as a unit. The steering pres-
4. Start the engine and check for proper operation sure switch and check valves are also replaced only
and leaks. Check steering and brake applica- as units.
tion.

ACCUMULATOR
Removal

applying pressure. Hydraulic fluid escaping
under pressure can have sufficient force to enter
a person's body by penetrating the skin and
cause serious injury and possibly death if proper
medical treatment by a physician familiar with
this injury is not received immediately.
for the accumulators to bleed down. Turn the
steering wheel to be certain no oil remains in FIGURE 5-3. ACCUMULATOR VALVES
the accumulator. 1. Valve Manifold 6. Cap
2. Remove Guard (5, Figure 5-3). 2. O-Ring 7. Flat Gasket
3. Cap Screw 8. Valve Assembly
4. Lockwasher 9. Pressure Switch
5. Guard
Ensure only the small swivel hex nut (4, Figure 5-

2) turns. Turning the complete charging valve
assembly may result in the valve assembly being
forced out of the accumulator by the nitrogen
pressure inside. Wear protective face mask when
discharging nitrogen gas.
FIGURE 5-2. CHARGING VALVE 3. Loosen small hex nut (4, Figure 5-2) three com-
plete turns. Remove valve cap (1). Install charg-
1. Valve Cap 6. Valve Body ing manifold assembly and bleed off all nitrogen
2. Seal (Large Hex Nut) pressure.
3. Valve Core 7. O-Ring 4. Disconnect electrical leads at the pressure
4. Swivel Nut 8. Valve Stem switch located on top of the accumulator.
(Small Hex Nut) 9. O-Ring 5. Disconnect and plug the hydraulic line (3, Fig-
5. Rubber Washer ure 5-4) at the bottom of the accumulator.

6. Connect a lifting device to the top section of the Installation
accumulator and take up slack.
The accumulator weighs approximately 140 Kg

The accumulator weighs approximately 140 Kg (310 lbs). Use a suitable lifting device that can
(310 lbs). Use a suitable lifting device that can handle the load safely.
handle the load safely.
1. Attach a lifting device to the top section of the
accumulator. Accumulator should be positioned
7. Remove the cap screws, flatwashers and lock- in the lower mounting bracket with the anti-rota-
nuts on the clamps (2, Figure 5-4) securing the tion block positioned between the two stop
accumulator to the mounting bracket. blocks.
8. Lift accumulator clear of the mounting bracket 2. Install mounting clamps (2, Figure 5-4) and
and move to a clean work area for disassembly. secure in place using cap screws, locknuts and
9. Clean exterior of accumulator before starting flatwashers. Tighten cap screws securely, but
disassembly. do not overtighten as this may distort the accu-
mulator wall.
3. If the pressure switch (9, Figure 5-3) or valve
assembly (8) were removed, install at this time.
Connect electrical leads to the pressure switch.
Using a new O-ring, uncap and connect the
hydraulic line to the accumulator.
4. Precharge the accumulator with pure dry nitro-
gen as outlined in the Steering Accumulator
Charging Procedure.
NOTE: Permanent damage to accumulator bladder
will result if engine is started without accumulators
properly charged.
Disassembly
1. Once the accumulator has been removed from
the equipment, the accumulator body should be
secured in a vise, preferably a chain vise. If a
standard jaw vise is used, brass inserts should
be used to protect the hydraulic port assembly
from damage. Clamp on wrench flats only
FIGURE 5-4. ACCUMULATOR MOUNTING
when using a jaw vise to prevent accumulator
1. Accumulators 3. Hoses (to Bleeddown from turning.
2. Clamps Manifold)
2. Remove bleed plug (12, Figure 5-5) on hydrau-
lic port assembly. Using a spanner wrench,
remove lock ring (10) from the hydraulic port
assembly. Use an adjustable wrench on the
flats located on the port assembly to prevent
port assembly from rotating.

3. Remove spacer (9), then push the hydraulic
port assembly into the shell prior to Step 4.
4. Insert hand into the accumulator shell and
remove the O-Ring backup (8), O-Ring (7), and
metal backup washer (6). Separate the anti-
Repair of the housing by welding, machining or
extrusion ring from the hydraulic port. Fold anti-
plating to salvage a worn area is NOT
extrusion ring to enable removal of anti-extru-
APPROVED. These procedures may weaken the
sion ring from shell.
housing and result in serious injury to personnel
5. Remove hydraulic port from accumulator shell. when pressurized.
6. Secure bladder valve stem from twisting with an
appropriate wrench applied to the valve stem
flats and remove gas valve manifold (14). Then
remove nut (5) while still holding bladder valve
stem from turning. Assembly
7. Fold bladder and pull out of accumulator shell.
Assemble the accumulator in a dust and lint free
A slight twisting motion while pulling on the
area. Maintain complete cleanliness during
bladder reduces effort required to remove blad-
assembly to prevent possible contamination.
der from shell. If bladder is slippery, hold with a
cloth. 1. After shell (4, Figure 5-5) has been cleaned and
inspected, place accumulator shell in vise or on
table.
Cleaning and Inspection 2. Thoroughly coat the inside of the accumulator
shell with a liberal amount of clean hydraulic oil
1. All metal parts should be cleaned with a clean-
to lubricate and cushion the bladder. Make
ing agent.
sure the entire internal of the shell is lubricated.
2. Seals and soft parts should be wiped clean.
3. With all gas completely exhausted from blad-
3. Inflate bladder to normal size. Wash bladder der, collapse bladder and fold longitudinally in a
with a soap solution. If soap solution bubbles, compact roll.
discard bladder. After testing, deflate bladder
4. Insert the bladder pull rod into the valve stem
immediately.
opening and out through the shell fluid port.
4. Inspect assembly for damage; check the poppet Attach the bladder pull rod to the bladder valve
plunger to see that it spins freely and functions stem.
properly.
5. With one hand, pull the bladder pull rod while
5. Check anti-extrusion ring and soft seals for feeding the bladder into the shell with the other
damage and wear; replace all worn or damaged hand. Slight twisting of bladder will assist in this
seals with original equipment seals. insertion.
6. After shell has been cleaned with a cleansing 6. Once the bladder valve stem has been pulled
agent, check the inside and outside of shell. through the valve stem opening in the shell,
Special attention should be given to the area install the valve stem nut (5) by hand. Once the
where the gas valve and hydraulic assembly valve stem nut is in place, remove the bladder
pass through the shell. Any nicks or damages in pull rod.
this area could destroy the accumulator bladder
or damage new seals. If this area is pitted con-
sult your Komatsu Service Manager.

7. Hold bladder valve stem on the flats with a 12. Connect nitrogen charging kit to charging valve.
wrench and tighten nut (5) securely. Refer to “Steering Accumulator Charging Pro-
8. If removed, install pressure switch (15), valve cedure” to charge accumulator. With hydraulic
assembly (11) and charging valve onto gas port assembly firmly in place, slowly pressurize
valve manifold (14). Install new O-Ring (16) on the bladder using dry nitrogen with sufficient
gas valve manifold (14). Hold bladder valve pressure, first 172 kPa (25 psi), then approxi-
stem with wrench and install gas valve manifold mately 345 kPa (50 psi) to hold port assembly in
(14) and tighten securely. place so both hands are free to continue with
assembly.
9. Holding the hydraulic port assembly (2) by the
threaded end, insert the poppet end into the 13. Install the metal O-Ring backup washer (6) over
shell fluid port. Lay complete assembly in side hydraulic port assembly and push into the shell
shell. fluid port to bottom it out on anti-extrusion ring.
10. Fold anti-extrusion ring (3) to enable insertion 14. Install O-Ring (7) over hydraulic port assembly
into the shell. Once the anti-extrusion ring has and push it into the shell fluid port until it has
cleared the fluid port opening, place the anti- bottomed out against the metal O-Ring backup
extrusion ring on the hydraulic port assembly washer (6).
with the steel collar facing toward the shell fluid
port.
11. Pull the threaded end of the port assembly
through the shell fluid port until it seats solidly
into position on the shell fluid port opening.
FIGURE 5-5. ACCUMULATOR ASSEMBLY

1. Bladder Assembly 7. O-Ring 12. Bleed plug
2. Hydraulic Port Assembly 8. O-Ring Back-Up 13. Warning Plate
3. Anti Extrusion Ring 9. Spacer 14. Gas Valve Manifold
4. Shell 10. Lock Ring 15. Pressure Switch
5. Nut 11. Valve Assembly 16. O-Ring
6. O-Ring Back-Up (Metal)

LEAK TESTING
To carry out the testing required, it will be necessary
to check for internal and external leaks at high pres-
sure. A source of 24 132 kPa (3500 psi) hydraulic
pressure and nitrogen pressure of 9653 kPa (1400
Do not twist O-ring.
psi) will be required. A small water tank will be neces-
15. Install O-ring back-up (8) over hydraulic port sary for a portion of the test.
assembly and push until it bottoms against O-
ring
1. Refer to Steering Accumulator Charging Proce-
16. Insert spacer (9) with the smaller diameter of dure to precharge accumulator first to 172 kPa
the shoulder facing the accumulator shell. (25 psi), and then to 9653 kPa (1400 psi).
17. Install the lock ring (10) on the hydraulic port 2. After accumulator is charged with nitrogen to
assembly and tighten securely. This will 9653 kPa (1400 psi), tighten swivel nut (4, Fig-
squeeze the O-Ring into position. Use appropri- ure 5-6) to close internal poppet at 11.5 -17 cm
ate wrench on flats on port assembly to insure kg (10-15 in. lbs) torque.
the unit does not turn. 3. Submerge accumulator assembly under water
18. Install bleed plug (12) into the hydraulic port and observe for 20 minutes. No leakage (bub-
assembly. bles) is permitted. If leakage is present, go to
Step 10. If no leaks, go to Step 4.
19. Refer to “Steering Accumulator Charging Pro-
cedure” for details on how to charge accumula- 4. Hold charging valve (6) with a wrench and
tor to 690 - 827 kPa (100 - 120 psi). After remove swivel connector and charging hose.
precharging, install plastic cover over hydraulic 5. Replace cap on charging valve 11.5 -17 cm kg
port to prevent contamination. Do not use a (10-15 in. lbs) and install gas valve guard.
screw-in type plug. 6. Connect a hydraulic power supply to the oil port
on the accumulator. Be sure bleed plug (12,
Figure 5-5) is installed.
7. Pressurize accumulator with oil to 24132 kPa
(3500 psi). This may take 6-8 gallons of oil.
8. No external oil leakage is permitted.
Always store bladder accumulators with 690 -
827 kPa (100 - 120 psi) nitrogen precharge pres- 9. Slowly relieve oil pressure and remove hydrau-
sure. Do not exceed 827 kPa (120 psi). Storing lic power supply. Install plastic cover over
accumulators with more than 827 kPa (120 psi) hydraulic port to prevent contamination.
pressure is not safe in case of leaks. 10. If any gas or oil leakage was present, discharge
NOTE: Bladder accumulators should be stored with all nitrogen gas using the charging equipment
690 - 827 kPa (100 - 120 psi) precharge, which fully and repair as necessary. If there were no leaks
expands the bladder, and holds oil against the inner of any kind, then use the nitrogen charging
walls for lubrication and to prevent rust formation. equipment and adjust nitrogen precharge pres-
sure to 690 - 827 kPa (100 - 120 psi).
Always store bladder accumulators with 690 -

827 kPa (100 - 120 psi) nitrogen precharge pres-
sure. Do not exceed 827 kPa (120 psi). Storing
accumulators with more than 827 kPa (120 psi)
pressure is not safe in case of leaks.
11. Verify all warning and caution labels are
attached and legible. Refer to parts book if
replacements are required.

STEERING ACCUMULATOR CHARGING 3. Remove charging valve cover (5, Figure 5-3).
PROCEDURE 4. Close all valves (1, 2 & 8, Figure 5-7).
5. Install charging manifold assembly to the nitro-
gen gas supply tank. Open valve on nitrogen
supply tank.
Do not loosen or disconnect any hydraulic line or .
component until engine is stopped and key
switch has been OFF for at least 90 seconds.
Pure dry nitrogen is the only gas approved for
use in the steering accumulator. The accidental
charging of oxygen or any other gas in this com- Nitrogen pressure may be present in the accumu-
partment may cause an explosion. Be sure pure lator. Make certain only the small swivel hex nut
dry nitrogen gas is being used to charge the is turned during the next step. Turning the com-
accumulator. plete valve assembly may result in the valve
When charging or discharging nitrogen gas in assembly being forced out of the accumulator by
the accumulator, be sure the warning labels are the nitrogen pressure inside.
observed and the instructions regarding the
6. Hold gas valve stationary at valve body (6, Fig-
charging valve are carefully read and under-
ure 5-6) with one wrench and loosen swivel nut
stood.
(4) at top with a second wrench. This will open
Only precharge accumulators while installed on
the poppet inside the gas valve.
the truck. Never handle accumulator with lifting
equipment with a nitrogen precharge more than NOTE: Three turns will fully open the valve.
827 kPa (120 psi). Always set precharge to 690 -
827 kPa (100 - 120 psi) for storage or before
removing or installing accumulators.
NOTE: If one accumulator is low on nitrogen, it is
recommended that both accumulators be checked
and or charged at the same time.
1. With engine shut down and key switch in the
OFF position, allow at least 90 seconds for the
accumulator to bleed down. Turn the steering
wheel to be certain no oil remains in accumula-
tor under pressure.
2. Be certain oil pressure has been relieved, then
remove bleed plug (12, Figure 5-5) from each
accumulator being charged.
NOTE: If a new or rebuilt accumulator (or any

bladder accumulator with all nitrogen discharged) is FIGURE 5-6. CHARGING VALVE
being precharged while installed on the truck and
1. Valve Cap 6. Valve Body
connected to the hydraulic system, the oil side of the
2. Seal (Large Hex Nut)
accumulator must be vented to allow proper bladder
3. Valve Core 7. O-Ring
expansion. This is done by removing the bleeder
4. Swivel Nut 8. Valve Stem
plugs described above. Trapped air or oil on the
(Small Hex Nut) 9. O-Ring
hydraulic side of the bladder will prevent the proper
5. Rubber Washer
precharge pressure from being obtained for safe
operation.

7. . Turn both "T" handles (3) all the way out 11. If the precharge is greater than 172 kPa (25
(counterclockwise) before attaching charging psi), proceed to Step 13. If the precharge is less
hose to accumulator gas valve. than 172 kPa (25 psi), then set the regulator (6,
8. Be sure not to loop or twist the hose. Attach Figure 5-7) for 172 kPa (25 psi) at gauge (5).
swivel connector (4) to gas valve and tighten to Completely open valve (1 or 8, which ever one
(11.5-17 cm-kgs) (10-15 in. lbs) of torque. is connected to the accumulator), then slightly
open valve (2) and slowly fill the accumulator
9. Turn "T" handle (3) clockwise to open gas
based on the fill time rate specified in Table 1.
valve.
12. After 172 kPa (25 psi) precharge pressure is
10. Refer to Table 1 to obtain fill time rate based on
obtained in gauge (9), close valve (2).
accumulator capacity.
13. If accumulator is not installed on the truck, set
pressure regulator to 690 kPa (100 psi). If the
accumulator is installed on the truck, set the
regulator (6) for the operating precharge pres-
sure listed in Table 2 based on the current
ambient temperature the truck is in. Then open
If the pre-charge is not done slowly, the bladder valve (2) and fill the accumulator.
may suffer permanent damage. A "starburst" rup-
ture in the lower end of the bladder is a charac-
teristic failure caused by pre-charging too
rapidly.
FIGURE 5-7. CHARGING MANIFOLD ASSEMBLY

1. Valve 4. Swivel Connector 7. Adapter (HD785-5LC &
2. Valve 5. Pressure Gauge (Regulated) HD1500)
3. "T" Handle 6. Regulator 8. Valve
9. Pressure Gauge

14. After charging to the correct pressure, close NOTE: If a new charging valve was installed, the
valve (2). Let the pre-charge set for 15 minutes. valve stem must be seated as follows:
This will allow the gas temperature and pres- a. Tighten small hex swivel nut (4, Figure 5-6)
sure to stabilize. If the desired precharge is low, to 14.2 N·m (10.5 ft lbs) torque.
adjust regulator, open valve (2) and add more
nitrogen to obtain correct pressure on gauge b. Loosen small hex swivel nut.
(9). If precharge has exceeded the recom- c. Retighten small hex swivel nut to 14.2 N·m
mended pressure, then slowly bleed-off nitro- (10.5 ft lbs) torque.
gen pressure to obtain correct pressure.
Nitrogen precharge is 9653 kPa (1400 psi) at d. Again, loosen small hex swivel nut.
21°C (70°F) for all accumulators. e. Finally, tighten small hex swivel nut to 5.4
N·m (4 ft lbs) torque.
17. Install and tighten cap (6, Figure 5-3) to 11.5-17
cm-kg (10-15 in. lbs) of torque and install valve
guard (5). (Gas valve cap serves as a second-
ary seal.) Close valve on nitrogen supply tank.
Do not reduce precharge by depressing valve 18. Install bleed plug(s) (12, Figure 5-5). If opened,
core with a foreign object. High pressure may close brake accumulator bleed down valves.
rupture rubber valve seat.
19. Operate truck and check steering for normal
15. With a wrench, tighten swivel nut (4, Figure 5-6) operation.
to 7-11 N·m (5-8 ft lbs) of torque to close inter-
nal poppet. 20. Check hydraulic oil level.
16. Turn "T" handle counterclockwise as far as it will
go. Hold gas valve body (6) with a wrench to
keep it from turning and loosen swivel connec-
tor to remove charging hose assembly. Check
for nitrogen leaks using a common leak reac-
tant.
TABLE 1. Fill Rates and Lubrication Quantities
Capacity Fill time (Minutes) to obtain Oil Lubrication

(Gallons) Low Pressure of 172 kPa (25 psi) Quantity (5%)
5 (and below) 2 0.94 l (32 oz)
7.5 3 1.4 l (48 oz)
10 3 1.9 l (64 oz)
12.5 4 2.3 l (80 oz)
16.5 4 3.1 l (106 oz)

Temperature During Precharge ACCUMULATOR STORAGE
Temperature variation can affect the precharge pres-
PROCEDURES
sure of an accumulator. As the temperature
increases, the pre-charge pressure increases. Con-
versely, decreasing temperature will decrease the
precharge pressure. In order to insure the accuracy
of the accumulator precharge pressure, the tempera-
ture variation must be accounted for. A temperature When storing an accumulator, pressurize the
variation factor is determined by the ambient temper- accumulator to 690-827 kPa (100-120 psi). DO
ature encountered at the time when charging the NOT exceed 827 kPa (120 psi). Sudden loss of the
accumulator on a truck that has been shut down for accumulator pressure can result in a projectile
one hour. Refer to Table 2 for charging pressures in hazard that can cause serious injury or death.
different ambient operating conditions that the truck Only precharge the accumulators to operating
is currently exposed to DURING the charging proce- pressure while installed on the truck. DO NOT
dure. handle the accumulator with a nitrogen pre-
charge greater than 827 kPa (120 psi).
Example: Assuming the ambient temperature is 10°C
(50°F) charge the accumulator to 9294 kPa (1348
psi).
Instructions For Storing Bladder Accumulators
1. If accumulator was just rebuilt, make sure there
TABLE 1. Relationship Between Charging is approximately 5% (of accumulator capacity)
Pressure and Ambient Temperature of oil inside the accumulator before adding
nitrogen precharge pressure. Refer to Table 1
Ambient Charging Pressure
for oil lubrication amounts.
Temperature ± 70 kPa (10 psi)
2. Refer to Accumulator Charging Procedure
-23°C (-10°F) and below 8232 kPa (1194 psi) instructions to charge accumulator with nitrogen
-17°C (0°F) 8412 kPa (1220 psi) first to 172 kPa (25 psi), then up to 690 - 827
kPa (100 - 120 psi).
-12°C (10°F) 8584 kPa (1245 psi)
-7°C (20°F) 8763 kPa (1271 psi)

NOTE: Pressurizing the accumulator fully expands
-1°C (30°F) 8943 kPa (1297 psi) the bladder and holds a film of oil against the inner
walls for lubrication and rust prevention.
4°C (40°F) 9122 kPa (1323 psi)
10°C (50°F) 9294 kPa (1348 psi)

3. The hydraulic port should always be covered
16°C (60°F) 9473 kPa (1374 psi) with a plastic plug (without threads) to prevent
contamination. DO NOT install a threaded
21°C (70°F) 9653 kPa (1400 psi) plug in the hydraulic port.
27°C (80°F) 9832 kPa (1426 psi) 4. Only store the accumulator in an upright posi-
tion.
32°C (90°F) 10011 kPa (1452 psi)
38°C (100°F) 10184 kPa (1477 psi)
43°C (110°F) 10363 kPa (1503 psi)
49°C (120°F) 10542 kPa (1529 psi)
NOTE: Pressures pressures below 8232 kPa (1194

psi) are not recommended. The low accumulator
pressure warning switch activates at 7584 ± 310 kPa
(1100 ± 45 psi).

Installation 6. Stand the accumulator upright and secure.
Install the pressure gauges and charge the
accumulator first to 172 kPa (25 psi), then to
690 kPa (100 psi). Remove the gauges from the
accumulator and install a plastic dust cap over
the hydraulic port assembly. The fill time to
Follow this procedure when installing an accu- reach 172 kPa (25 psi) is approximately four
mulator that was in storage. This procedure also minutes.
applies to newly purchased accumulators. 7. Install the accumulator on the truck.
1. Install the pressure gauges on the accumulator 8. Charge the accumulator to operating pressure.
and check the pressure. Refer to Steering Refer to Steering Accumulator Charging in this
Accumulator Charging in this chapter. chapter to fully charge the accumulator to the
correct operating precharge pressure.
a. If the pressure is 165 kPa (24 psi) or less,
slowly drain off any nitrogen and proceed to
Step 2.
b. If the pressure is between 172 kPa (25 psi)
and 690 kPa (100 psi), set the regulator to Bladder Storage Procedures
690 kPa (100 psi) and slowly charge the
The shelf life of bladders under normal storage con-
accumulator to 690 kPa (100 psi). Discon-
ditions is one year. Normal storage condition con-
nect the pressure gauges from the accumu-
sists of the bladder being heat sealed in a black
lator. Proceed to Step 7.
plastic bag and placed in a cool dry place away from
2. Remove the gauges from the accumulator. sun, ultraviolet and fluorescent lights as well as elec-
3. Lay accumulator on a suitable work bench so trical equipment. Direct sunlight or fluorescent light
that the hydraulic port is higher than the other can cause the bladder to weather check and dry rot,
end of the accumulator. Remove plastic dust which appear on the bladder surface as cracks.
cap from hydraulic port.
4. Pour clean C-4 hydraulic oil (approximately 5%
of the total accumulator volume, see Table 1)
into the accumulator through the hydraulic port.
Allow time for the oil to run down the inside of
the accumulator and reach the other end.
5. Lay the accumulator flat on the work bench (or
floor) and slowly rotate accumulator two com-
plete revolutions. This will thoroughly coat the
accumulator walls with a film of oil necessary
for bladder lubrication during precharging.

FLOW AMPLIFIER FIGURE 5-8. FLOW AMPLIFIER VALVE
Removal 1. Cap Screw

2. Lockwasher
3. Cap Screws
4. Lockwasher
5. Cover
6. O-Ring
7. O-Ring
Relieve pressure before disconnecting hydraulic 8. O-Ring
and other lines. Tighten all connections before 9. Not Used
applying pressure. 10. O-Ring
Hydraulic fluid escaping under pressure can 11. O-Ring
have sufficient force to enter a person's body by 12. Shock/Suction Valve (Complete)
penetrating the skin and cause serious injury and 13. Orifice Screw
possibly death if proper medical treatment by a 14. Valve Housing
physician familiar with this injury is not received 15. Counterpressure Valve (Complete)
immediately. 16. O-Ring
17. Plug
18. Plug
1. Turn the key switch OFF and allow 90 seconds 19. Seal
for the accumulators to bleed down. Turn steer- 20. Relief Valve (Complete)
ing wheel to make sure no oil under pressure 21. Steel Seal
remains. Disconnect, plug, and identify each 22. Stop
hydraulic line. 23. Spring
24. Spring
2. Support the flow amplifier valve and remove the 25. Spring Control
mounting cap screws. Remove valve. 26. Orifice Screw
3. Move valve to a clean work area for disassem- 27. O-Ring
bly. 28. Shock/Suction Valve (Complete)
29. Main Spool
Installation 30. O-Ring
1. Support the flow amplifier and move into posi- 31. Spring Control
32. Spring
tion.
33. Spring
2. Install mounting cap screws and tighten to stan- 34. Spring Stop
dard torque. 35. Orifice Screw
3. Identify hydraulic line location, unplug lines and 36. Cap Screws
connect at proper location, tighten fittings 37. Cap Screw
securely. Use new O-rings on the flange fittings. 38. Lockwasher
39. Lockwasher
40. O-Rings
41. Stop
42. Spring
43. Spool
44. Name Plate
45. Orifice Screw
46. Spring
47. Cover
48. Pins
49. O-Rings
50. Not Used
51. Amplifier Spool Assembly (Complete)
52. O-Ring
53. Orifice Screw
54. Check Valve
55. Spring

FIGURE 5-8 FLOW AMPLIFIER VALVE

Disassembly
NOTE: The flow amplifier valve is a precision unit
manufactured to close tolerances, therefore
complete cleanliness is a must when handling the
flow amplifier valve. Work in a clean area and use lint
free wiping materials or dry compressed air. Use a
wire brush to remove foreign material and debris
from around the exterior of the valve before
disassembly. Clean solvent and type C-4 hydraulic
oil should be used to insure cleanliness and initial
lubrication.
1. Remove counter pressure valve plug (17, Fig-

ure 5-8), and O-ring (16). Remove counter pres-
sure valve assembly (15). FIGURE 5-9. SHOCK AND SUCTION VALVE
ASSEMBLY
NOTE: As parts are removed, they should be laid out
in a group in the same order in which they are 1. O-Ring 3. O-Ring
removed. 2. Pilot Section
2. Remove relief valve plug (18) and seal (19).
Using an 8 mm hex head allen wrench, remove 10. Remove shock and suction valve assembly
the relief valve assembly (20). Remove steel (12). Set the shock and suction valve aside for
seal (21). further disassembly, if required. Remove orifice
screw (13).
3. Remove cap screw (37) and cap screws (36)
using a 10 mm and 13 mm hex head allen 11. Remove orifice screw (53). Remove check
wrench. Remove lockwashers (38 & 39). valve (54).
Remove end cover (47).
4. remove spring stop (41) and spring (42).
Remove spring stop (34) and springs (32 & 33). NOTE: If further disassembly is required for the
Remove O-rings (40 & 49). shock and suction valves refer to Figure 5-9.
5. Remove spring control (31) and main spool
(29). Remove priority valve spool (43). Remove
NOTE: The flow amplifier valve is equipped with two
spring control (25), springs (23 & 24) and spring
shock and suction valves and they are identical. The
stop (22).
shock and suction valves are only serviced as
6. Remove amplifier valve spool assembly (51). complete valve assemblies. O-rings 1 & 3, Figure 5-9
Set amplifier valve spool assembly aside for fur- are replaceable. Relief valve (20, Figure 5-8) check
ther disassembly, if required. valve (54) and counter pressure valve (15) are also
7. Remove shock and suction valve (28). Set serviced only as assemblies.
shock and suction valve aside for further disas-
sembly, if required.
8. Remove cap screws (1 & 3) using a 10 mm and
13 mm hex head allen wrench. Remove lock-
washers (2 & 4). Remove end cover (5).
9. Remove O-rings (6, 7 & 8) and spring (55).

Reassembly
1. Thoroughly lubricate each part prior to installa-
tion using clean, type C-4 hydraulic oil.
2. Reassemble the Amplifier spool assembly in
reverse order. Refer to steps 12 & 13, and Fig-
ure 5-10 under disassembly.
3. Install orifice screw (13, Figure 5-8). Tighten ori-
fice screw to 0.5 N·m (4 in. lbs). Install check
valve (54). Tighten check valve to 1 N·m (8 in.
lbs). Install orifice screw (53). Tighten orifice
screw to 1 N·m (8 in. lbs) torque.
4. Install seal (21). Install relief valve assembly
(20), seal (5), and plug (20). Tighten plug to 2.5
N·m (22 in. lbs) torque.
5. Install counterpressure valve assembly (15).
Install plug (17) using new O-ring (16).
FIGURE 5-10. AMPLIFIER SPOOL ASSEMBLY 6. Install both shock and suction valves (12 & 28)
as complete units. Install spring stop (22)
1. Check Valve 7. Retaining Ring springs (23 & 24) and spring control (25). Install
2. O-Ring 8. Inner Spool orifice screws (26 & 35) if removed from main
3. Spool 9. Spring spool (29). Install main spool (29).
4. Pin 10. Plug 7. Install amplifier spool assembly (51). Install pri-
5. Pin 11. Orifice Screw ority valve spool (43) and spring (42). Install
6. Retaining Ring spring (55).
8. Install spring control (31), springs (32 & 33) and
spring stop (34).
NOTE: Disassembly of the amplifier spool assembly
is only necessary should O-ring (2, Figure 5-10), 9. Lubricate O-rings (6, 7 & 8) with molycote
spring (9) or orifice screw (11) require replacement, grease and position on cover (5). Install end
otherwise replace the amplifier spool assembly as a cover (5). Install cap screws (3) with lockwash-
complete unit. For complete disassembly refer to ers (4). Tighten cap screws to 2.5 N·m (2 ft
steps 12 & 13. lbs). Install cap screw (1) and lockwasher (2).
Tighten cap screw to 8 N·m (6 ft lbs) torque.
10. Lubricate O-rings (40 & 49) with molycote
12. Remove retainer ring (7, Figure 5-10), remove grease and install on cover (47). Install end
pin (5). Remove plug (10) and spring (9). cover (47). Install cap screws (36) with lock-
Remove retaining ring (6) and pin (4) and washers (39). Tighten cap screws to 2.5 N·m (2
remove inner spool (8). ft lbs). Install cap screw (37) with lockwasher
13. Unthread check valve (1) and remove. Remove (38). Tighten cap screw to 8 N·m (6 ft lbs)
O-ring (2). Remove orifice screw (11) from plug torque.
(10). 11. To help prevent contamination during storage or
14. Clean and inspect all parts carefully. Make any installation, install plastic plugs in each valve
replacements as necessary. port.

STEERING CONTROL UNIT Spline Inspection
Removal Whenever the steering control unit is removed for

service, the steering column shaft should be
inspected for excessive wear.
1. Thoroughly clean splines on steering column
shaft and inspect for damage or excessive
Relieve pressure before disconnecting hydraulic wear.
applying pressure. Hydraulic fluid escaping 2. Using an outside micrometer or dial caliper,
under pressure can have sufficient force to enter measure the outside diameter of the male
a person's body by penetrating the skin and splines on the steering column shaft.
cause serious injury and possibly death if proper • Minimum diameter: 24.13 mm (0.950 in.)
If splines are worn more than the minimum diameter
this injury is not received immediately.
specification, replace steering column. (Refer to Sec-
1. Turn the key switch OFF and allow 90 seconds tion N.)
for the accumulators to bleed down. Turn steer-
ing wheel to ensure no oil remains under pres-
sure.
2. Remove cap screws and lockwashers securing
the steering control unit access cover in place
(Access cover is located on the front side of the
operator's cab.) Remove access cover.
NOTE: Clean the steering control unit and
surrounding area carefully to help avoid
contamination of hydraulic oil when lines are opened.
3. Tag all hydraulic lines for proper identification
during installation. Disconnect hydraulic lines
(3, 4, 5, 6, & 7, Figure 5-11) at steering control
unit (2) ports and plug. Move lines clear of
valve.
4. Remove the four mounting cap screws, flat-
washers and lockwashers securing the steering
control unit to the mounting bracket. Remove
the steering control unit.
5. Place the steering control unit in a clean work
area for disassembly.
FIGURE 5-11. STEERING CONTROL UNIT

1. Brake valve 5. “T” Port Hose
2. Steering Control Unit 6. “P” Port Hose
3. “LS” Port Hose 7. “R” Port Hose
4. “L” Port Hose

Installation Disassembly
1. Lubricate splines of steering column shaft with
a molybdenum disulphide or multi-purpose
NLGI grease.
2. Move steering control unit into position and
align with steering column shaft splines. Secure The steering control unit is a precision unit
the steering control unit in place using four cap manufactured to close tolerances, therefore
screws, flatwashers and lockwashers. complete cleanliness is a must when handling the
3. Check for proper steering wheel rotation without valve assembly. Work in a clean area and use lint
binding. Be certain wheel returns to neutral after free wiping materials or dry compressed air. Clean
rotating 1/4 turn left and right. If necessary, type C-4 hydraulic oil should be used during
adjust steering unit and/or steering column to reassembly to insure initial lubrication.
realign column and control unit. 1. Allow oil to drain from valve ports.
2. Match mark gear wheel set and end cover to
insure proper relocation during reassembly.
3. Remove end cover cap screws and washers.
Serious personal injury to the operator or to any-
Remove cap screw with rolled pin (3, Figure
one positioned near the front wheels may occur if
5-12). Mark hole location of cap screw with
a truck is operated with the hydraulic steering
rolled pin on end cover to facilitate reassembly.
lines improperly installed. Improperly installed
lines can result in uncontrolled steering and/or
SUDDEN AND RAPID rotation of the steering
wheel as soon as the steering wheel is moved. It
will turn rapidly and cannot be stopped manually.
After servicing the steering control unit, hydrau-

lic steering lines should be checked for correct
hook-up before starting the engine.
4. Tighten all cap screws to standard torque.
Unplug and attach hydraulic lines to their proper
ports. Refer to Figure 5-11 for port locations.
5. Start engine and check for proper steering func-
tion and any leaks.
6. Replace access cover and secure in place with
cap screws and lockwashers.
FIGURE 5-12. DISASSEMBLY PREPARATION

1. Valve Assembly 3. Cap Screw with Pin
2. Match Marks 4. End Cover

4. Remove end cover (4) and O-ring (2, Figure 5- 10. Remove O-ring (5), kin ring (6) and bearing
13). assembly (7).
5. Remove outer gear of gear wheel set (1) and 11. Remove ring (8) and pin (9) and carefully push
O-ring between gear set and distribution plate. inner spool out of outer sleeve.
6. Lift inner gear off cardan shaft. 12. Press the neutral position springs (10) out of
7. Remove cardan shaft (11, Figure 5-19), distri- their slot in the inner spool.
bution plate (15) and O-ring (14).
13. Remove the dust seal (2, Figure 5-14) using a
8. Remove threaded bushing (4) and ball (3). screwdriver. Take care not to scratch or dam-
9. With valve housing positioned with the spool age the dust seal bore.
and sleeve vertical, carefully lift spool assembly
out of housing bore.
NOTE: If housing is not vertical when spool and
sleeve are removed, pin (9) may slip out of position
and trap spools inside housing bore.
FIGURE 5-14. SEAL REMOVAL

1. Screwdriver 3. Housing
2. Dust Seal
FIGURE 5-13. COVER END O-RING
1. Gear Wheel Set 2. O-Ring

1. Clean all parts carefully with fresh cleaning sol-
vent.
2. Inspect all parts carefully and make any
replacements necessary.
NOTE: All O-rings, seals and neutral position springs
should be replaced with new. Prior to reassembly
thoroughly lubricate all parts with clean type C-4
hydraulic oil.

Assembly 1. To install the neutral position springs, place a
screwdriver in the spool slot as shown in Figure
NOTE: When assembling the spool and sleeve, only
5-16.
one of the two possible matching positions of the
spring slots can be used. The reason is that in the 2. Place one flat neutral position spring on each
other end of the sleeve and spool (opposite end of side of the screwdriver blade. Do not remove
the spring slots) there are three slots in the spool and screwdriver.
three holes in the sleeve. These must be opposite 3. Push two curved neutral position springs in
each other on assembly so that the holes are partly between one side of the screwdriver blade and
visible through the slots in the spool, refer to Figure a flat spring. Repeat for the opposite side.
5-15. Remove the screwdriver.
4. Slide the inner spool in the sleeve. Compress
the ends of the neutral position springs and
push the neutral position springs in place in the
sleeve.
5. Install the cross pin (9, Figure 5-19).
FIGURE 5-15. SPOOL AND SLEEVE ASSEMBLY

1. Slots 3. Spool
2. Hole 4. Sleeve
FIGURE 5-16. NEUTRAL POSITION SPRING INSTALLATION

6. With neutral position springs (7, Figure 5-17) 8. Position the O-ring and kin ring on the spool.
centered in spool and sleeve, install ring (3), 9. Position the steering unit with the housing hori-
rear bearing race (4), thrust bearing (5) and zontal. Slowly guide the (lubricated) spool and
front bearing race (6) in that order. The cham- sleeve with fitted parts, into the bore using light
fer on the rear bearing race must be facing turning movements. Refer to Figure 5-18.
away from the bearing.
NOTE: Cross pin must remain horizontal when spool
7. Place the dust seal (1, Figure 5-19) in position.
and sleeve are pushed into bore to prevent pin from
Using a flat iron block over the seal, tap into
dropping out of spool.
position.
FIGURE 5-18. SPOOL INSTALLATION
1. Housing 2. Spool Assembly
FIGURE 5-17. BEARING INSTALLATION

1. Sleeve 5. Thrust Bearing
2. Cross Pin 6. Bearing Race
3. Ring 7. Neutral Position
4. Bearing Race Springs
(with chamfer)

FIGURE 5-19. STEERING CONTROL UNIT
1. Dust Seal 7. Bearing Assembly 12. Spacer 18. O-Ring

2. Housing & Spools 8. Ring 13. Tube 19. End Cover
3. Ball 9. Pin 14. O-Ring 20. Washers
4. Threaded Bushing 10. Neutral Position 15. Distribution Plate 21. Rolled Pin
5. O-Ring Springs 16. Gear Wheel Set 22. Cap Screws with Pin
6. Kin Ring 11. Cardan Shaft 17. O-Ring 23. Cap Screws

10. Install the check ball in the hole shown in Figure 11. Grease the housing O-ring (3) with Vaseline
5-20. Install threaded bushing and lightly and install in the housing groove.
tighten.
12. Install the distribution plate (15, Figure 5-19)
with plate holes matching the corresponding
holes in the housing.
13. Guide the cardan shaft (11) down into the bore
with the slot in the cardan shaft aligned with the
cross pin (9).
14. Position inner gear wheel onto cardan shaft. It
may be necessary to rotate the gear slightly to
find the matching splines on the cardan shaft.
(Splines are machined to insure proper align-
ment of cardan shaft and inner gear wheel.)
15. Grease the O-rings (17 & 18) on both sides of
the outer gear wheel with Vaseline and install.
16. Align outer gear wheel bolt holes with tapped
holes in housing and match marks.
17. Align cover (19) using match marks as a refer-
ence and install using cap screws (23) and
washers (20).
FIGURE 5-20. CHECK BALL INSTALLATION 18. Install cap screw with pin (22) into proper hole.
1. Check Ball Hole 3. O-Ring 19. Tighten cover cap screws in a criss-cross pat-
2. Check Ball 4. Housing tern to 3 ± 0.5 N·m (2 ± 0.4 ft lbs) torque.

STEERING CYLINDER 3. Push rod (10) through top of gland, slowly
advancing rod over rod seal and rod wiper.
For steering cylinder removal and installation proce-
dure, refer to Section G. 4. Install new piston seal (4) and bearing (3) on
piston (5). Make sure the piston seal is tight on
Disassembly piston.
1. Remove cap screws (9, Figure 5-21) and pull NOTE: Installation of the piston seal may require the
gland (8) rod (10) and piston (5) from housing following procedure.
(6).
a. Heat the piston seal assembly in boiling
2. Remove O-ring & backup ring (7). Remove nut water for 3 to 4 minutes.
(2) and remove piston (5). Remove bearing (3)
and piston seal (4). b. Remove piston seal assembly from the water
and assemble on the piston. Do not take
3. Pull rod (10) from gland (8). Remove rod wiper longer than 5 seconds to complete assembly
(11) and rod seal (12). as seal will take a permanent set.
Inspection and Cleaning c. Apply even pressure to avoid cocking the
seal.
1. Clean all parts using fresh cleaning solvent, lint
free wiping cloth and dry compressed air. d. If the seal assembly has taken a slightly
2. Inspect cylinder housing, gland, piston and rod large set, the use of a belt type wrench or
for signs of pitting, scoring or excessive wear. similar tool can be used to compress the seal
to the desired diameter, (tight on piston).
3. Lubricate the cylinder housing, gland, piston
and rod with clean, type C-4 hydraulic oil. Lubri- 5. Install piston on rod structure and secure in
cate new seals, wiper and bearing using clean, place with locknut. Tighten locknut to 2712 N·m
type C-4 hydraulic oil. (2000 ft lbs) torque.
6. Carefully install rod and gland assembly into
Assembly cylinder housing. Insure backup ring and O-ring
1. Install new O-ring and backup ring (7, Figure on gland are not damaged during installation.
5-21). The backup ring must be positioned 7. Install cap screws (9) and tighten to 420 ± 42
toward the rod eye. N·m (310 ± 31 ft lbs) torque.
2. Install new rod seal (12) and rod wiper (11) in
gland (8).
FIGURE 5-21. STEERING CYLINDER ASSEMBLY

1. Vent Plug 4. Piston Seal 7. O-Ring & Backup Ring 10. Rod
2. Locknut 5. Piston 8. Gland 11. Rod Wiper
3. Bearing 6. Housing 9. Cap Screws 12. Rod Seal

STEERING CIRCUIT FILTER
The brake and steering circuit filter (Figure 5-22) is
located on the right, inside frame rail, behind the fuel
tank. The filter provides secondary filtering protection
for hydraulic oil flowing to the bleeddown manifold
valve for the steering and brake systems.
An indicator switch (1) is designed to alert the opera-
tor of filter restriction before actual bypass occurs.
The switch contacts close at 241 kPad (35 psid) to
actuate a warning lamp on the overhead display
panel. Actual filter bypass occurs at 345 kPad (50
psid).
NOTE: When the engine is initially started and the
hydraulic oil is cold, the warning lamp may actuate.
Allow the hydraulic system oil to reach operating
temperature before using the warning lamp as an
indicator to change the element.
Refer to Section P, Lubrication and Service for rec-
ommended normal filter element replacement inter-
val. Earlier replacement may be required if the
restriction indicator lamp turns on.
Premature filter restriction may indicate a system
component failure and signal a service requirement
before extensive secondary damage can occur.
NOTE: An early indication of the filter warning light at
first installation may be due to restriction in the filter
as it cleans the system. Unless the fluid appears
contaminated or has a strong foul odor, do not
change the oil; replace only the filter element.
Filter Element Replacement

applying pressure.
FIGURE 5-22. STEERING/BRAKE CIRCUIT
Hydraulic fluid escaping under pressure can FILTER
penetrating the skin and cause serious injury and 1. Indicator Switch 6. O-Ring
possibly death if proper medical treatment by a 2. Setscrew 7. Filter Element
physician familiar with this injury is not received 3. Head 8. Bowl
immediately. 4. Bleed Plug 9. O-Ring
5. O-Ring 10. Drain Plug

Removal Indicator Switch
1. Turn the key switch OFF, allow at least 90 sec- The indicator switch (1, Figure 5-22) is factory preset
onds for the accumulators to bleed down. to actuate at 241 kPad (35 psid). When activated, the
2. Remove plug (10, Figure 5-22), loosen bleed switch will illuminate the amber Hydraulic Oil Filter
plug (4) and drain oil from the housing into a warning lamp located on the overhead display in the
suitable container. operator’s cab.
NOTE: Excessive restriction in either the hoist circuit
filters, or the steering circuit filter will cause the
Hydraulic Oil Filter warning lamp to illuminate.
The indicator switch is not individually repairable. If
the switch is inoperative, replace with a new part.
nation!
3. Remove bowl (8) and element (7).

4. Remove and discard O-ring (6) on filter bowl.
5. Clean bowl in solvent and dry thoroughly.
Installation
1. Install new element (7). Install new O-ring (6) on
bowl.
2. Install bowl on filter head and tighten.
3. Install drain plug (10), and O-ring (9). Tighten
bleed plug (4).

STEERING AND BRAKE PUMP
NOTE: If oil in the hydraulic tank has not been
Removal contaminated, the shut-off valve (6, Figure 5-23)
between the tank and steering pump can be closed,
NOTE: Clean the steering pump and surrounding eliminating the need to completely drain the tank.
area carefully to help avoid contamination of
2. Drain the hydraulic tank by use of the drain
hydraulic oil when lines are opened.
located on the bottom side of the tank.
NOTE: Be prepared to contain approximately 901 l
(238 gal) of hydraulic oil. If the oil is to be reused,
clean containers must be used with a 3 micron
filtering system available for refill.
and other lines. Tighten all connections before 3. Disconnect the suction and discharge lines at
applying pressure. the steering pump (5, Figure 5-23). Disconnect
Hydraulic fluid escaping under pressure can and cap pump case drain line from fitting at top
have sufficient force to enter a person's body by of pump housing. Plug all lines to prevent oil
penetrating the skin and cause serious injury and contamination.
immediately.
for the accumulators to bleed down. Turn the
steering wheel to be sure no oil remains under The steering pump weighs approximately 113
pressure. kgs (250 lbs). Use a suitable lifting device capa-
ble of handling the load safely.
4. Support the steering pump (5) and the rear sec-

tion of the hoist pump (3). Remove mounting
cap screws and rear support bracket (7).
Remove the four pump mounting cap screws
(4).
5. Move the steering pump rearward to disengage
the drive coupler splines from the hoist pump
and remove pump.
6. Clean exterior of steering pump.
7. Move the steering pump to a clean work area
for disassembly.
FIGURE 5-23. STEERING PUMP REMOVAL

1. Hoist Pump Outlet 5. Steering/Brake Pump
Hoses 6. Shut-off Valve
2. Mounting Cap Screws 7. Pump Mount Bracket
3. Hoist Pump 8. Outlet Hose
4. Mounting Cap Screws

Installation 9. Replace hydraulic filter elements. Refer to
Hydraulic Filters earlier in this section.
1. Install a new O-ring on pump mounting flange.
2. Make sure the steering pump spline coupler is
in place (inside hoist pump) prior to steering
pump installation.
NOTE: Use only Komatsu filter elements, or

The steering pump weighs approximately 113 elements that meet the Komatsu hydraulic filtration
kgs (250 lbs). Use a suitable lifting device capa- specification of Beta 12 = 200.
ble of handling the load safely. 10. Open shut-off valve in steering pump suction
3. Move the steering pump (5, Figure 5-23) into line completely.
position. Engage steering pump shaft with hoist 11. With the body down and the engine shut-off, fill
pump spline coupler. the hydraulic tank with clean C-4 hydraulic fluid
4. Install rear support bracket (7) with cap screws. (as specified on the truck Lubrication Chart) to
Do not tighten cap screws at this time. the upper sight glass level.
5. Align cap screw holes and install steering pump 12. With suction line shut-off valve open, loosen
mounting cap screws (4). Tighten mounting cap suction (inlet) hose cap screws (at the pump) to
screws to standard torque and tighten rear sup- bleed any trapped air. Then loosen pressure
port cap screws to standard torque. (outlet) hose cap screws (at the pump) to bleed
6. Remove plugs from pump inlet and outlet ports. any trapped air. Tighten hose connection cap
Remove caps from inlet and outlet lines and screws to standard torque.
install to steering pump using new O-rings.
Tighten cap screws securely. Do not connect
steering pump drain hose to the steering pump,
at this time (see Step 7). Cap the drain hose
securely.
7. Remove case drain fitting from top of pump
housing and add clean C-4 oil to pump through NOTE: If trapped air is not bled from steering pump,
opening until steering pump housing is full. This possible pump damage and no output may result.
may require 2 - 3 l (2 - 3 qts) of oil. 13. If required, top-off the oil level in the hydraulic
8. Uncap the case drain line, connect to steering tank, to the level of the upper sight glass.
pump fitting and tighten case drain line.
14. In the hydraulic brake cabinet, open both brake
accumulator needle valves completely to allow
the steering pump to start under a reduced
load.
15. Move the hoist pilot control valve to the FLOAT
position.

16. Start the truck engine and operate at low idle for Disassembly
one (1) to two (2) minutes.
When disassembling or assembling unit, choose

Do not allow the engine to run with the needle a work area where no traces of dust, sand or
valves in the open position for longer than this other abrasive particles which could damage the
recommendation: excessive hydraulic system unit are in the air. Do not work near welding,
heating will occur. sand-blasting, grinding benches and the like.
DO NOT start any hydraulic pump for the first Place all parts on a CLEAN surface. To clean
time after an oil change, or pump replacement, parts which have been disassembled, it is impor-
with the truck dump body raised. Oil level in the tant CLEAN solvents are used. All tools and
hydraulic tank may be below the level of the gauges should be clean prior to working with
pump(s) causing extreme pump wear during this these units and new, CLEAN and threadless rags
initial pump start-up. used to handle and dry parts.
17. Shut-off the engine and fully close both brake

accumulator needle valves in the brake cabinet. 1. Drain off excess hydraulic oil from pump inlet
and discharge ports. It may be necessary to
18. Verify that the oil level in the hydraulic tank is at loosen the four valve plate cap screws (20, Fig-
the upper sight glass when the engine is off and ure 5-26) pull back on valve plate to allow fluid
the body is resting on the frame. If the hydraulic to seep out of the case.
oil level is not at the upper sight glass, follow
2. Thoroughly clean and dry the outside surface of
service manual instructions for filling/adding oil.
the pump housing.
19. Start engine and check for proper pump opera-
NOTE: Depending upon what part or parts are to be
tion. If necessary, refer to Steering Circuit
inspected, it may not be necessary to completely
Checkout Procedure later in this Section, or the
take apart all assemblies.
Trouble Shooting Chart or Pressure Check and
Adjustment Procedure.
Control Piston Group

3. Remove the two large plugs (23, Figure 5-24)
with O-rings (15) from both sides of pump.
4. Back out four cap screws (3, Figure 5-26), then
remove cap (24). Remove bias control spring
(1, Figure 5-25).
5. Control piston (11, Figure 5-25) must be in the
“neutral” position. Control link pin (16) should be
centered in the plug opening. If pin is not cen-
tered, pry control piston to position link pin for
access through hole.
6. Using appropriate snap ring pliers, remove
retaining rings (14, Figure 5-25) from both sides
of the pin and remove control link washers (15).

7. For handling purposes, insert a 1/4"-20UNC 14. When all sleeve seals (5, 6, & 7) are clear of the
cap screw into the threaded end of the control valve plate, re-extend control piston (11). While
link pin (16). tipping the assembly enough to clear the hole,
8. Using a brass rod and hammer, tap on end pull the assembly from the valve plate.
opposite the cap screw to remove control link 15. Remove pin (18) from control piston by pressing
pin (16). or tapping it out through the hole on opposite
side. Control stop pin (8) can be removed and
control piston (11) slipped out of sleeve (4).
16. Remove cap screws (9, Figure 5-26) and
remove compensator block (13).
Maximum volume stop gland (14, Figure 5-24) 17. Remove cap screws (21) and cover plate (19).
MUST be removed BEFORE further disassembly
of control piston.
9. Without disturbing jam nut (16, Figure 5-24),
unscrew gland (14) and remove stroke adjuster
as a complete assembly. Rotating Group
Valve Plate Group

NOTE: Valve plate (17, Figure 5-26) is a slight press
fit in the pump housing (20, Figure 5-24). Rotating group weighs approximately 30 lbs.
Extreme care must be taken not to damage cylin-
der wear face of cylinder wear plate face, bearing
10. Support valve plate (17, Figure 5-26) from an diameters or piston shoes. Assistance from oth-
overhead crane (lifting lug holes are provided) ers and use of proper lifting techniques is
and remove four cap screws (20) from valve strongly recommended to prevent personal
plate. injury.
11. Remove valve plate (17) from pump housing
(20, Figure 5-24) by tapping away from the
housing with a mallet until valve plate pilot 18. To remove rotating group, firmly grasp the cylin-
diameter disengages from the case 6.35 mm der barrel (10, Figure 5-25) and pull assembly
(0.25 in.). outward until cylinder spline disengages from
driveshaft spline about 63.5 mm (2.5 in.). Once
12. With the weight of the valve plate still sus- clear, rotate cylinder barrel a revolution or two
pended from the overhead crane, slide valve to break any contact between piston/shoe
plate back until it disengages from driveshaft assemblies (13) and swashblock (25) wear
and set valve plate aside. Care must be taken face.
not to damage the wear face of valve plate (17).
19. Slide rotating group off the driveshaft and out of
13. To further disassemble control piston assembly, the pump housing and place it on a clean, pro-
move control piston (11, Figure 5-25) into tective surface with piston shoes facing upward.
sleeve (4) until control piston maximum stop pin
(8) contacts the sleeve. Use a large mallet to 20. Mark each piston, its cylinder bore and location
drive piston and sleeve assembly outward from in shoe retainer for ease of inspection and
the valve plate. assembly.

21. Piston/shoe assemblies (13) can be removed INSPECTION
individually or as a group by pulling upward on
shoe retainer (27).
22. Remove fulcrum ball (12).
23. If shoe retainer springs (28) are removed, mark
which spring came from which bore as they Always wear safety goggles when using solvents
must be returned to that individual bore on or compressed air. Failure to wear safety goggles
assembly. could result in serious personal injury.
24. Remove the two pins (17, Figure 5-24) and pull
the cylinder bearing (26, Figure 5-25) straight
out of the pump housing. 1. Clean all parts thoroughly.
2. Replace all seals and O-rings with new parts.
3. Check all locating pins for damage and all
Swashblock Group springs for cracking or signs of fatigue.
25. Remove the two swashblock retaining pins (19,
Figure 5-24), tilt the bottom of the swashblock
(25, Figure 5-25) outward and remove the Control Piston Group
swashblock from the pump case. 4. Control piston (11, Figure 5-25) must slide
26. Saddle bearings (24) can be removed by using smoothly in sleeve (4).
a very short screwdriver or back hammer to pry 5. Linkage to cradle should operate smoothly but
them loose; or continue to the next step for fur- not loosely (with slop). Check piston and bore in
ther disassembly which will make their removal sleeve for signs of scratching or galling. Polish
easier. with fine emery if needed.
Driveshaft Group Valve Plate Group

27. Remove bearing retaining ring (3, Figure 5-24). 6. Closely examine mating faces of valve plate
Use a mallet on the tail shaft and tap driveshaft (17, Figure 5-26) and cylinder barrel (10, Figure
(1) out from the front of the pump housing. 5-25) for flatness, scratches or grooves. If faces
are not flat and smooth, the cylinder side will “lift
28. Remove seal retainer (21) from pump housing. off” from the port plate (valve plate) resulting in
Use a mallet and tap saddle (20) out from the delivery loss and damage to the pump. Replace
inside of the pump housing. Saddle bearings if necessary.
(24) can then be easily removed and saddle O-
ring (21) may also be removed at this time.
Rotating Group
7. Check all pump piston assemblies (13, Figure
5-25) for smooth action in their bores.
8. Check piston walls and bores for scratches or
other signs of excessive wear (pistons should
not have more than a few thousandths clear-
ance). Replace if necessary.

FIGURE 5-24. PUMP, FRONT HOUSING
1. Shaft 8. Name Plate 15. O-Ring 22. O-Ring

2. Bearing 9. Plug 16. Jam Nut 23. Plug
3. Snap Ring 10. O-Ring 17. Pin 24. Seal
4. Retainer Ring 11. Plate 18. O-Ring 25. Plug
5. Lifting Eyes 12. Adjusting Screw 19. Pin
6. Name Plate 13. O-Ring 20. Housing
7. Screw, Drive 14. Gland 21. Seal Retainer

FIGURE 5-25. PUMP, ROTATING GROUP
1. Springs 8. Pin 15. Washer 22. Roll Pin

2. Seal 9. Back-up Ring 16. Pin 23. Roll Pin
3. Piston Ring 10. Cylinder Barrel 17. Link 24. Saddle Bearing
4. Sleeve 11. Control Piston 18. Pin 25. Swash Block
5. Back-up Ring 12. Ball 19. Dowel Pin 26. Cylinder Bearing
6. O-Ring 13. Piston Shoe Assembly 20. Saddle 27. Retainer
7. O-Ring 14. Retainer Ring 21. O-Ring 28. Spring

9. Piston shoes must pivot smoothly, but end play b. Measure shoe thickness (the part held
must not exceed 0.076 mm (0.003 in.). between retainer (27, Figure 5-25) and cra-
dle. All shoes must be equal within 0.003
10. Check end play as follows:
mm (0.0001in.). If one or more piston/shoe
a. Place square end of piston on bench and assemblies (13) needs to be replaced, all
hold down firmly. Pull on end of shoe with piston/shoes assemblies must be replaced.
other hand and note end play. A good piston/
c. Inspect cylinder bearing (26) and matching
shoe fit will have no end play, but the shoe
cylinder barrel bearing mating surface for
may rotate and pivot on the piston ball.
galling, pitting or roughness. Replace if nec-
Inspect each shoe face for nicks or
essary.
scratches.
FIGURE 5-26. PUMP, REAR HOUSING

1. Plug 9. Cap Screw 17. Valve Plate 25. O-Ring
2. O-Ring 10. Orifice 18. O-Ring 26. O-Ring
3. Cap Screw 11. O-Ring 19. Cover Plate 27. O-Ring
4. O-Ring 12. Plug 20. Cap Screw 28. O-Ring
5. Plug 13. Compensator 21. Cap Screw 29. Unloader Module
6. O-Ring 14. Valve, Relief 22. O-Ring 30. Orifice
7. Plug 15. Bearing 23. Back-up Ring 31. Cap Screw
8. Valve, 4-Way 16. Gasket 24. Cap

Swashblock Group Stroke Adjuster Assembly
11. Inspect swashblock (25, Figure 5-25) for 21. Measure and record dimension “A” on stroke
scratches, grooves, cracks or uneven surface. adjuster assembly as shown in Figure 5-27.
Replace if defective.
22. Loosen jam nut (4). Separate stem (1) from
NOTE: Wear face is coated with a gray colored gland (3). Remove and discard O-ring (2).
epoxy based dry film lubricant for break-in purposes. 23. Inspect parts for damage or excessive wear.
Scratching or wear of this coating is not detrimental
as long as the metal surface underneath the coating 24. Install new O-ring on stem and reassemble to
is not scored or “picked-up”. gland. Adjust stem to gland to dimension “A”
recorded in step 21. Tighten jam nut.
12. Compare saddle bearing (24) thickness in wear
area to thickness in a non-wear area. Replace
saddle bearings if difference is greater than
0.102 mm (0.004 in.). ASSEMBLY
13. Check mating surface of swashblock for cracks The procedures for assembling the pump are basi-
or excessive wear. Replace if necessary. cally the reverse order of disassembly procedures.
During assembly, install new gaskets, seals, and O-
14. Swashblock movement in saddle and saddle rings.
bearing (24) must be smooth.
Apply a thin film of CLEAN grease or hydraulic fluid
Driveshaft Group to sealing components to ease assembly. If a new
15. Remove shaft seal (24, Figure 5-24). rotating group is used, lubricate thoroughly with
CLEAN hydraulic fluid. Apply fluid generously to all
16. Check shaft bearing (2) for galling, pitting, bind- wear surfaces.
ing or roughness. Replace if necessary.
17. Check shaft and its splines for wear. Replace Swashblock Group
any parts necessary. 1. Press or tap roll pin (22, Figure 5-25) into pump
housing (20, Figure 5-24).
Compensator Block and Unloader Module
2. Press new shaft seal (24) into saddle (20, Fig-
18. Remove screws (31, Figure 5-26) and separate ure 5-25) using an arbor press. Install O-ring
unloader module (29) from compensator block (21) into the groove in the saddle.
(13).
19. Remove 4-way valve (8) and relief valve (14)
from compensator block. Remove all plugs and
orifices (10 & 30). Clean block in solvent;
inspect all passages and orifices for obstruc-
tions.
20. Remove unloader valve from block (29).
Remove plugs and clean block passages. If
unloader is inoperative, replace entire module.

3. Press four roll pins (23) into saddle (20) until 5. Fasten control link (17, Figure 5-25) to swash-
they bottom, then press saddle bearing (24) block (25) using link pin (16) and two retaining
onto the pins to locate the bearing in the saddle. rings (14).
6. Be sure the two dowel pins (19), are pressed
into swashblock (25).
7. Insert swashblock (25) into pump housing (20,
Extreme care should be used to prevent damage Figure 5-24) until it engages in saddle bearing
to saddle bearing surfaces while installing the and allow swashblock to settle to its lowest nat-
saddle into the pump housing. ural position.
8. Retain by installing two swashblock retaining
pins (19) and O-rings (18) in place. Once
pinned, make certain swashblock strokes
SMOOTHLY in the saddle by pulling firmly on
the free end of control link (17, Figure 5-25).
Driveshaft Group
NOTE: Be sure punch marks on cylinder bearing (26,
Figure 5-25) will face toward shaft end of pump.
9. Insert cylinder bearing (26) straight into pump
housing. Be sure bearing is positioned so bear-
ing retainer pins (17, Figure 5-24) can be
inserted in the case and into the bearing.
10. Install O-rings (18) on pins (17) and install pins.
11. An arbor press is required to install shaft bear-
ing (2) onto driveshaft (1). IMPORTANT - press
FIGURE 5-27. STROKE ADJUSTER ASSEMBLY ONLY on the inner race of the bearing. Press
bearing until it contacts the shoulder on drive-
1. Stem 3. Gland shaft.
2. O-Ring 4. Jam Nut 12. Use a long 153 mm (6 in.) sleeve with an I.D.
slightly larger than the retaining ring I.D. and
press retaining ring (4) towards bearing until it
seats in the groove.
4. Use a long brass bar and a mallet (or an arbor 13. Place seal retainer (21) over seal (24) inside the
press), to install saddle and bearing assembly pump housing (20). Lubricate shaft seal with
into pump housing. Tap or press ONLY on the clean hydraulic oil.
area of the saddle that is exposed between the 14. Install entire driveshaft assembly through the
saddle bearings (DO NOT tap on bearing sur- front of the pump housing. A mallet will be
faces). Saddle is fully seated when a distinct required to install the driveshaft through shaft
metallic sound is heard when installing saddle seal (2).
into pump housing.
15. Once the driveshaft assembly is fully seated
within the pump housing, install snap ring (3).

Rotating Group Control Piston Group
16. Mating surfaces should be greased. Place cylin- 25. Install piston rings (2 & 3, Figure 5-25) into their
der assembly on clean table with the valve plate respective grooves on control piston (11) using
side down. care to assure they are in proper location.
17. During disassembly, shoe retainer springs were 26. Insert control piston assembly into sleeve (4).
referenced to individual bores. Assemble rotat-
27. While supporting the control piston, press or slip
ing group by inserting shoe retainer springs (28,
in pin (8) and secure with cotter or roll pin (18).
Figure 5-25) into the same spring bores located
in cylinder barrel (10) that they came from. 28. Order of piston sleeve seal installation starts at
widest end of sleeve.
18. Slide fulcrum ball (12) over the nose of the cylin-
der barrel (10). 29. Install backup ring (1, Figure 5-28) and O-ring
(2) and backup ring (3) in rear most groove on
19. Place shoe retainer (27) over fulcrum ball and
piston sleeve. Install O-ring (4) and backup ring
align holes in retainer with corresponding holes
(5) in remaining groove.
(marked during disassembly) in the cylinder
barrel. Once aligned, insert piston/shoe assem-
blies (13) into corresponding (marked during
disassembly) holes completing the rotating
group.
The assembled rotating group weighs approxi-

mately 14 kgs (30 lbs). Assistance from others
and proper use of proper lifting techniques is
strongly recommended to prevent personal
injury.
20. The rotating group can now be carefully
installed over the end of the driveshaft and into
the pump housing (20, Figure 5-24).
FIGURE 5-28. O-RING LOCATION ON PISTON
21. When installing the rotating group, support the SLEEVE
weight of the cylinder barrel (10, Figure 5-25) as
1. Backup Ring 4. O-Ring
cylinder spline is passed over the end of drive-
shaft to avoid scratching or damage.
3. Backup Ring
22. Push cylinder barrel forward until the cylinder
spline reaches the driveshaft spline. Rotate the
cylinder slightly to engage shaft splines.
30. Insert piston and sleeve assembly (4, Figure 5-
23. Continue to slide cylinder barrel forward until it
25) into valve plate (17, Figure 5-26).
encounters the cylinder bearing (26, Figure 5-
25). Lifting the driveshaft slightly helps cylinder 31. Install O-ring (18) in rear of valve plate. Use four
barrel (10) and cylinder bearing engagement. cap screws (21) to fasten cover plate (19) over
Continue pushing cylinder forward until the pis- opening in valve plate (17).
ton shoes contact swashblock (25).
24. At this point, the back of the cylinder barrel
should be located approximately 6.3 mm (0.25
in.) inside the back of the pump housing.

32. Pull free end of control link (17, Figure 5-25) 40. Once assembled, remove cap screw from pin.
toward back of pump housing until the open
NOTE: Valve plate is a slight press fit into pump
hole in the link lines up with open ports on sides
housing. Make sure pilot diameter on valve plate (17,
of pump case.
Figure 5-26) is aligned with mating diameter on the
33. Install maximum volume stop gland (14, Figure pump housing prior to assembly.
5-24) and adjusting screw (12) to hold swash-
41. Insert four cap screws (20, Figure 5-26) and
block in place.
alternately tighten until valve plate is drawn up
to the pump housing. Tighten cap screws
evenly to 330 N·m (244 ft lbs) torque.
Valve Plate Group 42. Install O-ring (22) with backup ring (23) in seal
34. Be sure driveshaft bearing (15, Figure 5-26) is groove of control cover cap (24).
in place. Using assembly grease (to hold 43. Insert bias control piston springs (1, Figure 5-
desired position), place valve plate gasket (16) 25) into control piston (11). Use four cap screws
in position on valve plate (17). (3, Figure 5-26) to fasten control cover cap to
35. Support valve plate assembly from an overhead back of valve plate (17). Tighten cap screws (3)
crane (lifting lug holes are provided) in prepara- evenly to 187 N·m (138 ft lbs) torque.
tion for mating to the pump housing. 44. Install cover plate (19) with new O-ring (18) and
36. Assemble one control link retainer ring (14, Fig- cap screws (21).
ure 5-25) and one control link washer (15) onto 45. Install O-rings (26, 27 and 28) in proper location
the threaded hole side of the control link pin on top of valve plate. Install compensator (13)
(16). Then thread a 1/4 in - 20 UNC cap screw to valve plate with cap screws (9) and tighten
into pin to ease holding. securely.
37. Carefully maneuver valve plate assembly, sup- 46. Install 4-way valve (8), and relief valve (14).
ported by overhead crane, over driveshaft and
into pump housing so slot on control piston (11) 47. Install 1.575 mm (0.062 in.) diameter orifice (30)
engages control link (17). and plug (7) with new O-ring (6) in side of com-
pensator block as shown in Figure 5-26. Install
38. With hole in control piston lined up with hole in 0.813 mm (0.032 in.) diameter orifice (10), plug
the link, carefully insert control link pin (16). (7) and O-ring (6) in top of block.
48. Install remaining plugs with new O-rings.
49. Install unloader module (29) on compensator
block with new O-rings (25) and socket head
cap screws (31). Tighten cap screws to 9.8 N·m
Care should be taken during this next step to prevent (87 in. lbs) torque.
the washer and retaining ring from falling into pump
50. Install plugs (9 & 23, Figure 5-24) and O-rings
housing.
(10 & 15) in pump housing.
39. Install second control link washer (15) and con- 51. Measure pump rotation torque. Rotation torque
trol link retaining ring (14) onto pin. should be approximately 20.4 N·m (15 ft lbs).

NOTES

SECTION L
HOIST CIRCUIT
INDEX
HOIST CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
HOIST CIRCUIT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-3
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4

Hydraulic Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
High Pressure Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-4
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-5
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Hoist-up Limit Solenoid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Pilot Operated Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-6
Counterbalance Valve Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
HOIST SYSTEM OPERATION MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-8

Float Position Of Pilot Valve And Body On Frame (Figure 7-6) . . . . . . . . . . . . . . . . . . . . . . . .L7-8
Power Up Operation (Figure 7-7) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-10
Hold Operation (Figure 7-8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-12
Power Down Operation (Figure 7-9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-14
Float Operation (Figure 7-10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L7-16
L07034 Hoist Circuit L7-1

NOTES:
L7-2 Hoist Circuit L07034

HOIST CIRCUIT
HOIST CIRCUIT OPERATION The hoist valve directs oil to the body hoist cylinders
(1) for raising and lowering the dump body. Hoist
The following hoist circuit operation description
valve functions are controlled by the operator
describes the basic hoist circuit. Details of individual
through a flexible cable to the hoist pilot valve (6) in
component operation is outlined under the individual
the hydraulic component cabinet located behind the
component descriptions.
operator's cab. Also in the hydraulic cabinet is the
Hydraulic fluid is supplied by a tank (10, Figure 7-1) hoist-up limit solenoid (4). The hoist-up limit solenoid
located on the left frame rail. Hydraulic oil is routed to prevents the hoist cylinders from extending to maxi-
a tandem gear type pump (9), driven by a driveshaft mum physical limit. A counterbalance valve in the
on the traction alternator. overcenter manifold (12) prevents abrupt cylinder
extension due to material buildup on the tail of the
Pump output is directed to two, high pressure filters
body.
(5 & 7) mounted on the side of the fuel tank. Hydrau-
lic oil from the filters is directed to the hoist valve (2), Quick disconnect fittings (11) allow the use of
mounted on a modular assembly containing the hoist another truck’s hydraulic system to dump a load in
pump, steering/brake pump, hoist valve and counter- the body if the hoist pump, hoist valve or related
balance valve manifold. components are inoperable.
1. Hoist Cylinders
2. Hoist valve
3. Pilot Operated Check Valve
4. Hoist Up Limit Solenoid
5. Filter
6. Hoist pilot valve
7. Filter
8. Return from Flow Amplifier valve
9. Hoist Pump
10. Hydraulic Tank
11. Quick Disconnects
12. Counterbalance Valve Manifold
Hydraulic hoses deteriorate with age

and use. Prevent possible malfunc-
tions by inspecting all hoses periodi-
cally. Replace any hose showing
wear, damage, or deterioration.
FIGURE 7-1. HOIST CIRCUIT SCHEMATIC

COMPONENT DESCRIPTION High Pressure Filters
Hydraulic Tank Hoist pump output flows to two remote mounted high
pressure filters located on the lower inboard side of
The hydraulic tank supplies hydraulic oil for the hoist,
the fuel tank. The filter elements are rated at 7
steering, and brake circuits. The tank is located on
micron. The filter assembly is equipped with a
the left hand frame rail forward of the rear wheels.
bypass valve which permits oil flow if the filter ele-
The service capacity is 901 l (238 gal). Refer to Sec-
ment become plugged. Flow restriction through the
tion P for the correct type hydraulic oil recommended
filter element is sensed by a pressure differential
for use in the hydraulic system.
switch.
Oil used in the hoist circuit flows through two 100
This switch will turn on an over-
mesh wire suction strainers to the inlet housing of the
head panel mounted, yellow
hoist pump. Air drawn into the tank during operation
warning light to indicate filter
is filtered by dual air filters located on the top of the
service is required. The light is
tank. Oil level can be checked visually at sight
labeled “Filter Monitor” and will
glasses located on the face of the tank. Oil level
come on when restriction
should be checked periodically and be visible in the
reaches approximately 241 kPa
bottom sight glass when the body is down and the
(35 psi). Actual filter bypass will
engine is running.
result when the filter element
Hoist Pump restriction reaches approxi-
mately 345 kPa (50 psi).
The hoist pump is a tandem gear type pump driven
by an accessory drive at the rear of the traction alter-
nator. The pump has a total output of 908 lpm (240
gpm) at 1900 RPM. The hoist pump also drives the
steering and brake supply pump located at the rear
of the hoist pump. Hoist pump output is directed to
two remote mounted high pressure filters. Maximum
hoist pump output pressure is 17237 kPa (2500 psi).
1. POWER DOWN Line

2. Hoist Valve Assembly
3. DOWN Pilot port
4. Hoist Valve Return to Tank
5. Hoist Valve Inlet from Filter
6. Supply to Pilot Valve
7. RAISE Pilot Port
8. Pump/Valve Module Mount Str.
9. POWER UP Line
10. POWER DOWN to Hoist Cylinder
11. POWER UP to Hoist Cylinder
12. Counterbalance Valve Manifold
13. Counterbalance Valve
14. APU Quick Disconnect
FIGURE 7-2. HOIST PUMP/VALVE MODULE

Hoist Valve The spool section of the hoist valve consists of the
following components:
The hoist valve (Figure 7-3) is mounted above the
hoist and steering pump. Hydraulic oil from the high • Two pilot ports
pressure filters is routed to the hoist valve. The hoist • Two main spools
valve is a split spool design. (The term “split spool”
describes the spool section of the valve.) • Two work ports
Separate spools control oil flow to each end of the • Check poppets
cylinders. The valve consists of two identical inlet The pilot ports are located in the top spool section
sections, a spool section, and a separator plate. cover. These ports provide connections for pilot lines
The hoist valve precisely follows differential pressure from the hoist pilot valve. Each pilot port has a corre-
input signals generated by the hoist pilot valve. sponding work port.
(Refer to Figures 7-6 through 7-10.) The work ports provide for line connections between
The inlet sections of the hoist valve consist of the fol- the spool section and the hoist cylinders. One main
lowing components: spool for each work port is spring centered at both
ends to close the work port from the high and low
• Flow control and main relief valve (system relief). pressure cores when there is no flow to the pilot
• Low pressure relief valve. ports.
• Load check poppet.

• Anti-void poppet.
The flow control portion of the flow control and main
relief valve allows pump flow to return directly to tank
through the inlet section with low pressure loss. The
relief portion of the valve is direct acting and has the
capacity to limit the working pressure at full pump
flow.
The low pressure relief is located between the low
pressure core and the outlet, and provides a con-
trolled back pressure in the low pressure core when
oil is returning to tank.
The load check allows free flow from the inlet to the
high pressure core and prevents flow from the high
pressure core to the inlet.
The anti-void check valve allows free flow from the
low pressure core to the high pressure core and pre-
vents flow from the high pressure core to the low
pressure core.
FIGURE 7-3. HOIST VALVE

1. Inlet Section 9. Tie Rod
2. Top Spool Section 10. Nut
Cover 11. Bottom Spool Cover
3. Down Pilot Port 12. Head End Work Port
4. Spool Section 13. Raise Pilot Port
5. Separator Plate 14. Inlet Section Cover
6. Inlet Section 15. Pilot Valve Supply Port
7. Return to Tank Port
8. Supply Inlet port

When there is flow through a pilot port to a spool, a Hoist-up Limit Solenoid
positive differential pressure at the top of the spool
The Hoist-up Limit Solenoid (2, Figure 7-4) is used in
will overcome the bottom spring bias causing the
the hydraulic circuit to prevent maximum hoist cylin-
spool to shift to connect the high pressure core to the
der extension.
work port. When there is flow from the main valve
work port to the pilot port through the cross-holes, a This solenoid valve is “normally open” between the
positive differential pressure at the bottom of the hoist pilot valve raise port and the hoist valve raise
spool will overcome the top spring bias and the spool pilot port. The return-to-tank port is “normally closed”.
will shift to connect the work port to the low pressure The solenoid is controlled by the proximity switch
core. (hoist limit switch) located inside the rear frame rail
near the body pivot and above the right rear suspen-
The check poppets located in the main spools permit
sion. When the solenoid is signaled by the proximity
free flow from the work port to the pilot port and
switch, the raise pilot port on the hoist valve is
restrict flow from the pilot port to the work port. These
closed. The hoist pilot valve raise port is opened to
check poppets control spool response and spool
return to tank.
movements.
Refer to Section D for the adjustment procedure of
the hoist-up limit solenoid.
Hoist Pilot Valve
Pilot Operated Check Valve
The hoist pilot valve (1, Figure 7-4) is located in the
The Pilot Operated Check Valve (7, Figure 7-4) is
hydraulic component cabinet directly behind the
opened by power down pilot pressure to allow oil in
operators cab. The hoist pilot valve spool is spring
the raise port to bypass the hoist up limit solenoid for
centered to the hold position. The valve is controlled
initial power down operation while the solenoid is
directly by the operator through a lever and cable
activated by the hoist limit switch.
arrangement. The control lever is located between
the operator and center console. When the operator
moves the lever, the pilot valve spool moves and
directs pilot flow to the appropriate pilot port on the
hoist valve causing the main spools to direct working
pump flow to the hoist cylinders.
The hoist pilot valve is equipped with a one way load
check valve which allows free flow from the center
passage to bridge core and prevents reverse flow.
The hoist pilot valve is also equipped with a power
down relief valve (8). The power down relief valve is
located between the power down control port and
return galley. The power down relief valve limits
power down pressure at 10342 kPa (1500 psi).
FIGURE 7-4. HOIST PILOT VALVE
1. Hoist Pilot Valve 5. Pilot Pressure to Hoist

2. Hoist-Up Limit 6. Return Line
Solenoid 7. Pilot Operated Check
3. Control Cable Valve
4. Supply From Hoist 8. Power Down Relief
Valve Valve

Counterbalance Valve Manifold There are 2 pilot pressures that can open it (cylinder
head raise pressure & rod return pressure. If there is
The counterbalance valve manifold (12, Figure 7-2)
no raise pressure, it will take 20684 kPa (3000 psi) of
is mounted at the rear of the pump/hoist valve mod-
rod end return pressure to open it. If there is theoreti-
ule. The counterbalance valve (13) controls the pres-
cally 4592 kPa (666 psi) or more of raise pressure, it
sure (like a relief valve) of the oil in the annulus area
is wide open for the return oil. In between these 2
of the hoist cylinders when the body approaches the
maximums the ratio of raise:return pressure is 1:4.5
maximum dump angle. The valve restricts the maxi-
to open the return flow
mum pressure build-up by relieving pressure in
excess of 20684 kPa (3000 psi), preventing possible Quick disconnect fittings (14) installed on the mani-
seal damage. Also see Figure 7-5 for a schematic fold allow service personnel to dump a load in the
view of the counterbalance valve. truck body if the engine, hoist pump, or other hoist
circuit component is inoperable, by connecting hoses
to the quick disconnects of an operable truck.
FIGURE 7-5. COUNTERBALANCE VALVE SCHEMATIC

HOIST SYSTEM OPERATION MODES
The following pages describe hoist circuit operation
in the float, power up, hold, and power down posi- FIGURE 7-6. HOIST CIRCUIT: FLOAT POSITION
tions. (Refer to Figures 7-6 through 7-10.)
1. Hoist Relief Valve 17237 kPa (2500 psi)

2. Flow Control Valve
3. Low Pressure Relief Valve 517 kPa (75 psi)
Float Position Of Pilot Valve And Body On Frame 4. Counterbalance Valve
(Figure 7-6) 5. Rod End Work Port
6. Hoist Cylinders
This is the condition while the truck is hauling. The
7. Rod End Spool
Pilot Valve spool position is as shown in Figure 7-6;
8. Head End Spool
however all Hoist Valve components are in position
9. Head End Work Port
shown in Figure 7-10.
10. Return Port
Oil from the hoist pumps enters each inlet section of 11. Supply Port
the Hoist Valve in Port 11, passes through check 12. Pilot Supply Port
valve 18, and stops at the closed High Pressure Pas- 13. Power Up Pilot Line Solenoid Valve
sage 19 at the two main spools. Pressure builds to 14. Raise Pilot Port
approximately 414 kPa (60 psi) on the pilot of the 15. Down Pilot Port
Flow Control Valve 2 causing the valve to compress 16. Power Down Relief Valve,
the spring and open, allowing the oil to return to the 10342 kPa (1500 psi)
tank through Hoist Valve Port 10. Oil also flows out 17. Anti-void Check Valve
Hoist Valve Port 12 to Port 12 on the Pilot Valve, 18. Load Check Valve
through the Hoist Pilot Valve spool, and out Pilot 19. High Pressure Passage
Valve Port 10 to the tank. This oil flow is limited by 20. Low Pressure Passage
orifices in the inlet sections of the Hoist Valve and 21. Pilot Operated Check Valve
therefore has no pressure buildup. 22. Manifold Power Up Port
23. Manifold Power Down Port
24. Solenoid Valve Return Port
25. Overcenter Manifold Check Valve (CV)

FIGURE 7-6. FLOAT POSITION

Power Up Operation (Figure 7-7)
If the pressure exceeds 20684 kPa (3000 psi) at port
The Hoist Pilot Valve spool is moved to the Power Up
23, the counterbalance valve will open again to direct
position when the operator moves the lever in the
oil back to the hoist valve, preventing damage to the
cab. The pilot supply oil coming in Port 12 is pre-
hoist cylinder seals from excessive pressure.
vented from returning to the tank and, instead, is
directed out Port 14 through hoist limit solenoid 13 When the operator releases the lever, the valves
and into Port 14 of the Hoist Valve. There it goes to change to the HOLD position. If the body raises to
the top of the Head End Spool 8, builds pressure on the position that activates the hoist limit switch
the end of the spool, causes the spool to move down located above the right rear suspension before the
compressing the bottom spring, and connects the operator releases the lever, the Hoist Limit Solenoid
High Pressure Passage 19 to Head End Port 9. 13 is energized. The solenoid valve closes the raise
Working oil flow in the High Pressure Passage is now pilot Port 14 on the hoist and releases the Hoist Pilot
allowed to flow through the spool and out Port 9 to Valve raise pilot pressure at Port 24 to tank, allowing
extend the hoist cylinders. Even though a small the Head End Spool 8 to center and shut off supply
amount of oil flows through the check poppet in the of oil to the hoist cylinders. This prevents maximum
top of Spool 8, raise pilot pressure at Ports 14 extension of the hoist cylinders.
increases to slightly higher pressure than the
required hoist cylinder pressure. As a result, the pilot
supply pressure in Ports 12 also increases causing
back pressure to occur in the spring area of Flow
FIGURE 7-7. HOIST CIRCUIT: POWER UP
Control Valve 2. This overcomes the pilot pressure
POSITION
on the other end of the Flow Control Valve causing it
to close and direct the incoming pump oil through
1. Hoist Relief Valve 17237 kPa (2500 psi)
Head End Spool 8 to the hoist cylinders to extend
2. Flow Control Valve
them.
3. Low Pressure Relief Valve 517 kPa (75 psi)
If at any time the resistance to the flow of the pump 4. Counterbalance Valve
oil coming into the inlet section causes the pressure 5. Rod End Work Port
to increase to 17237 kPa (2500 psi), the pilot pres- 6. Hoist Cylinders
sure against Hoist Relief Valve 1 causes it to open 7. Rod End Spool
and allow flow to exit out Port 10 and return to the 8. Head End Spool
tank. 9. Head End Work Port
10. Return Port
As the hoist cylinders extend, oil in the annulus area
11. Supply Port
of the second and third stages must exit from the cyl-
12. Pilot Supply Port
inders. Initially, the Rod End Spool 7 ports are
13. Power Up Pilot Line Solenoid Valve
closed. As the returning oil entering Port 5 builds low
14. Raise Pilot Port
pressure, it flows through the check-poppet in the top
15. Down Pilot Port
of the spool, through Port 15, through the Pilot Valve
16. Power Down Relief Valve, 10342 kPa (1500 psi)
spool, and out Port 10 of the Pilot Valve to the tank.
17. Anti-void Check Valve
No pressure is present on the top of Spool 7. Cylin-
18. Load Check Valve
der return pressure passes through the check-poppet
19. High Pressure Passage
in the bottom of Spool 7 to build pressure under the
20. Low Pressure Passage
spool which moves the spool upward compressing
the top spring. This movement allows the returning
22. Manifold Power Up Port
cylinder oil to flow into the Low Pressure Passage 20
to the Low Pressure Relief Valve 3. Approximately
517 kPa (75 psi) causes this valve to open, allowing
the oil to flow out Port 10 to the tank.
The counterbalance valve 4 will open as the body is
raised and close as the operator releases the hoist
lever and the raise pressure at port 22 decreases. If
the load were to stick near the tail of the body and the
body is overcenter, pressure in the annulus area of
the hoist cylinders will increase.

FIGURE 7-7. POWER UP

Hold Operation (Figure 7-8)
FIGURE 7-8. HOIST CIRCUIT: HOLD POSITION
The Pilot Valve spool is positioned to allow the pilot
supply oil entering Port 12 to return to the tank 1. Hoist Relief Valve 17237 kPa (2500 psi)
through Port 10. Pilot supply pressure in Ports 12 2. Flow Control Valve
then decreases to no pressure allowing Flow Control 3. Low Pressure Relief Valve 517 kPa (75 psi)
Valve 2 to open and return the incoming pump oil to 4. Counterbalance Valve
the tank through Port 10. Both pilot Ports 14 & 15 in 5. Rod End Work Port
the Pilot Valve are closed by the Pilot Valve spool. In 6. Hoist Cylinders
this condition pressure is equalized on each end of 7. Rod End Spool
each main spool allowing the springs to center the 8. Head End Spool
spools and close all ports to trap the oil in the cylin- 9. Head End Work Port
ders and hold the body in its current position. 10. Return Port
11. Supply Port
15. Down Pilot Port

FIGURE 7-8. HOLD POSITION

Power Down Operation (Figure 7-9)
When the operator moves the lever to lower the FIGURE 7-9. HOIST CIRCUIT: POWER DOWN
body, the Hoist Pilot Valve is positioned to direct the POSITION
pilot supply oil in Ports 12 to Port 15 on the Hoist
Valve to the top of the Rod End Spool 7. Pilot pres- 1. Hoist Relief Valve 17237 kPa (2500 psi)
sure increases to move the spool down compressing 2. Flow Control Valve
the bottom spring. Movement of the spool connects 3. Low Pressure Relief Valve 517 kPa (75 psi)
the High Pressure Passage 19 to the rod end (annu- 4. Counterbalance Valve
lus area) of the hoist cylinders. At the same time, the 5. Rod End Work Port
Flow Control Valve 2 is forced to close as pilot pres- 6. Hoist Cylinders
sure increases thus directing the incoming pump oil 7. Rod End Spool
to the hoist cylinders through Spool 7 and the over- 8. Head End Spool
center manifold check valve 25 rather than back to 9. Head End Work Port
the tank. 10. Return Port
11. Supply Port
If the body is at the maximum up position, the hoist
limit switch has the hoist limit solenoid activated,
closing the raise port 14 on the hoist valve. Power
down pilot pressure in Ports 15 pushes open the pilot
15. Down Pilot Port
operated check valve 21 so the pilot pressure in
Ports 14 is open to tank through the Pilot Valve
spool. As oil attempts to return from the head end of
the hoist cylinders, it initially encounters the closed
Head End Spool 8. Pressure increases on the bottom
end of the spool causing it to move upward. This
allows the returning oil to go into the Low Pressure
Passage 20, build up 517 kPa (75 psi) to open the
Low Pressure Relief 3, and exit the Hoist Valve
through Port 10 to the tank. As the body descends
and the hoist limit solenoid is no longer activated, the
pilot operated check valve is no longer necessary.

FIGURE 7-9. POWER DOWN

Float Operation (Figure 7-10) FIGURE 7-10. HOIST CIRCUIT: FLOAT
POSITION
When the operator releases the lever as the body
travels down, The Hoist Pilot Valve spool returns to 1. Hoist Relief Valve 17237 kPa (2500 psi)
the FLOAT position. In this position all ports (10, 12, 2. Flow Control Valve
14, & 15) and the Power Down Pilot Line Solenoid 3. Low Pressure Relief Valve 517 kPa (75 psi)
Valve are common with each other. Therefore; the 4. Counterbalance Valve
pilot supply oil is returning to tank with no pressure 5. Rod End Work Port
buildup thus allowing the Flow Control Valve 2 to 6. Hoist Cylinders
remain open to allow the pump oil to return to the 7. Rod End Spool
tank through Hoist Valve Port 10. With no blockage 8. Head End Spool
of either Raise or Down Pilot Ports 14 & 15 in the 9. Head End Work Port
Pilot Valve, there is no pressure on the top of either 10. Return Port
main spool. The oil returning from the Head End of 11. Supply Port
the hoist cylinders builds pressure on the bottom of 12. Pilot Supply Port
the Head End Spool 8 exactly like in Power Down 13. Power Up Pilot Line Solenoid Valve
allowing the returning oil to transfer to the Low Pres- 14. Raise Pilot Port
sure Passage 20. The back pressure in the Low 15. Down Pilot Port
Pressure Passage created by the Low Pressure 16. Power Down Relief Valve, 10342 kPa (1500 psi)
Relief Valve 3 causes pressure under the Rod End 17. Anti-void Check Valve
Spool 7 to move the spool upward. This connects the 18. Load Check Valve
Low Pressure Passage to the Rod End of the hoist 19. High Pressure Passage
cylinders. The 517 kPa (75 psi) in the Low Pressure 20. Low Pressure Passage
Passage causes oil to flow to the rod end of the cylin- 21. Pilot Operated Check Valve
ders to keep them full of oil as they retract. When the 22. Manifold Power Up Port
body reaches the frame and there is no more oil flow 23. Manifold Power Down Port
from the cylinders, the Main Spools center them- 24. Solenoid Valve Return Port
selves and close the cylinder ports and the High and 25. Overcenter Manifold Check Valve (CV)
Low Pressure Passages.

FIGURE 7-10. FLOAT POSITION

NOTES:

SECTION L
HOIST CIRCUIT COMPONENT REPAIR
INDEX
HOIST CIRCUIT COMPONENT REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
HOIST VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
O-Ring Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-4
INLET SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-5
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
SPOOL SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6

Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-6
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-9
HOIST PILOT VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-11
Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-13
BODY UP LIMIT SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
PILOT OPERATED CHECK VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
HOIST CYLINDERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-15
Disassembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-16
L08038 Hoist Circuit Component Repair L8-1

ASSEMBLY OF QUILL AND CYLINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19
Quill Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-19
Installation of Check Balls and Plugs in Quill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-20
Assembly of Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-21
COUNTERBALANCE MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
DISABLED TRUCK DUMPING

PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-24
Hookup . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-24
Dumping Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-24
L8-2 Hoist Circuit Component Repair L08038

HOIST CIRCUIT COMPONENT REPAIR
HOIST VALVE Removal
1. Shift directional control lever to PARK. Turn key
switch OFF to stop engine.
2. Thoroughly clean the exterior of the hoist valve.
3. Disconnect and cap or plug all line connections
Relieve pressure before disconnecting hydraulic to help prevent hydraulic oil contamination,
lines. Tighten all connections securely before refer to Figure 8-1.
applying pressure. 4. Remove cap screws and lockwashers securing
the hoist valve to its mounting bracket.
physician familiar with this type of injury is not The hoist valve weighs approximately 145 KgS
received immediately. (320 lbs). Use a suitable lifting device that can
5. Attach a suitable lifting device (that can handle

the load safely) to the hoist valve and remove
hoist valve from truck.
6. Move the hoist valve to a clean work area for
disassembly.
Installation
1. Attach a suitable lifting device to the hoist valve.
Move the hoist valve into position with the sepa-
rator plate (8, Figure 8-1) located to the rear.
Secure in place with cap screws, nuts and lock-
washers. Tighten cap screws to standard
torque.
Note: Be certain hoist valve assembly is positioned
with separator plate (8, Figure 8-1) towards rear of
truck when valve is lowered onto mounting plate.
FIGURE 8-1. HOIST VALVE INSTALLATION 2. Using new O-rings at the flange fittings, connect
hydraulic lines. Tighten flange cap screws to
standard torque. Refer to Figure 8-1 for hydrau-
1. Hoist Pilot Valve Supply 5. Power Down Line
2. Power Up Line 6. To Hoist Pilot Valve lic line location.
3. Inlet From Filters 7. Return To Tank
4. Return To Tank 8. Separator Plate

3. Connect pilot supply lines, tighten fittings To replace the O-rings between the valve sections:
securely.
1. Match mark each part on the hoist valve to aid
4. Start the engine. Raise and lower body to check in reassembly. Remove the four tie rod nuts
for proper operation. Observe for leaks. from one end of the valve. Slide the tie rods
5. Service hydraulic tank if necessary. from the valve and separate the sections.
2. Inspect the machined sealing surfaces for
scratches or nicks. If scratches or nicks are
found, remove by lapping on a smooth flat steel
surface with fine lapping compound.
3. Lubricate the new O-rings lightly with multipur-
pose grease. Replace O-rings between sec-
tions. Stack the sections together making sure
O-rings between the sections are properly posi-
tioned.
4. Install the four tie rods with the dished washer
between the nut and housing (Figure 8-3).
FIGURE 8-2. HOIST VALVE ASSEMBLY
1. Inlet Section 5. Tube FIGURE 8-3. TIE ROD INSTALLATION

2. Spool Section Cover 6. Tie Rods 5. A torque wrench should be used to tighten the
3. Spool Section 7. Nuts and Washers nuts in the pattern as shown in Figure 8-4. The
4. Inlet Section 8. Inlet Section Cover tie rods should be tightened evenly to 217 N·m
(160 ft lbs) torque in the following sequence.
O-Ring Replacement a. Tighten nuts evenly to 27 N·m (20 ft lbs)
torque in order 1, 4, 2, 3.
NOTE: It is not necessary to remove the individual
valve sections to accomplish repair, unless b. Tighten nuts evenly to 68 N·m (50 ft lbs)
emergency field repair is required to replace the O- torque in order 1, 4, 2, 3.
rings between sections to prevent leakage. c. Tighten nuts evenly to 217 N·m (160 ft lbs)
Loosening and retightening of the main valve tie rod torque in order 1, 4, 2, 3.
nut could cause distortion resulting in binding or
severely sticking plungers, poppet and spools.

NOTE: Inlet section shown removed from main valve
body for clarity.
3. Remove cap screws (1) and cover (2). Remove
springs (3 & 5) and main relief valve (4).
Remove sleeve (6), low pressure relief (7) and
O-rings (8). The main relief valve (4) is factory
preset at 17237 kPa (2500 psi). Replace as a
complete assembly only. If adjustment is neces-
sary, refer to Checking Hoist System Pressure
Relief Valve later in this section.
FIGURE 8-4. TIGHTENING SEQUENCE NOTE: If restrictor poppet removal in cover (1) is
required, refer to step 4 and Figure 8-6.
4. Remove sleeve (9), backup ring (8), O-ring (7),
INLET SECTION backup ring (6). Remove backup ring (5), O-ring
(4), backup ring (3) and restrictor poppet (2).
Disassembly 5. Repeat steps 1 through 4 for the opposite inlet
1. Match mark or identify each part when removed section if disassembly is required.
in respect to its location or respect to its mating
bore to aid reassembly.
2. Disconnect the external tube at the cover end
and remove. Remove cap screws (14, Figure 8-
5), remove cover (13). Remove springs (12),
poppets (11) and O-rings (10).
FIGURE 8-5. INLET SECTION DISASSEMBLY

1. Cap Screw 6. Sleeve 11. Poppets
2. Inlet Cover 7. Low Pressure Relief 12. Springs
3. Spring (Orange) 8. O-Rings 13. Cover
4. Main Relief Valve 9. Inlet Valve Body 14. Cap Screws
5. Spring 10. O-Rings

Cleaning and Inspection Assembly
1. Discard all O-rings and backup rings. Clean all 1. Coat all parts including housing bores with
parts in solvent and dry with compressed air. clean type C-4 hydraulic oil. Lubricate O-rings
2. Inspect all springs for breaks or distortion. lightly with a multipurpose grease.
Inspect poppet seating surfaces for nicks or 2. If restrictor poppet (2, Figure 8-6) was removed,
excessive wear. All seats must be sharp and reassemble in the order shown.
free of nicks. 3. Install poppets (11, Figure 8-5) in their respec-
3. Inspect all bores and surfaces of sliding parts tive bores. Install springs (12).
for nicks, scores or excessive wear. 4. Install O-rings (10), and cover (13). Install cap
4. Inspect poppets in their respective bore for fit. screws (14). Tighten cap screws to 81 N·m (60
Poppets should move freely, without binding, ft lbs) torque.
through a complete revolution. 5. Install low pressure relief (7) in sleeve (6) and
5. Inspect fit and movement between sleeve and install assembly in housing (9). Install main
low pressure relief valve. relief valve (4). Install springs (3 & 5). Install
cover (2). Install cap screws (1). Tighten cap
screws to 81 N·m (60 ft lbs) torque. Connect
external tube, tighten nuts to 34 N·m (25 ft lbs)
torque.
SPOOL SECTION
Disassembly
NOTE: It is not necessary to remove the inlet
sections (4, Figure 8-2) to accomplish spool section
(3) disassembly.
1. Match mark or identify each part when removed
in respect to its location or respect to its mating
bore to aid reassembly.
2. Remove cap screws and remove spool section
cover (2, Figure 8-2). Remove and discard O-
rings (4 & 5, Figure 8-8).
3. Remove poppet (1, Figure 8-7), remove and
discard O-ring (3).
NOTE: The poppet (1) is equipped with a small steel
ball. Do not misplace.
FIGURE 8-6. RESTRICTOR POPPET REMOVAL

1. Inlet Cover 6. Backup Ring
2. Restrictor Poppet 7. O-ring
3. Backup Ring 8. Backup Ring
4. O-Ring 9. Sleeve
5. Backup Ring

5. Remove spool assembly (2, Figure 8-9). Note
the color of the lower spring (blue) to insure
proper location during reassembly. Also note
the “V” groove (1) on end of spool.
FIGURE 8-7. POPPET & BALL

1. Poppet 3. O-Ring
2. Steel Ball
4. Remove restrictor poppet (1, Figure 8-8).

Remove and discard O-ring (2) and backup ring
(3), if used. Note the position of the restrictor
when removed to insure correct reassembly.
FIGURE 8-9. SPOOL REMOVAL
1. “V” Groove 3. Spool
2. Spool Assembly
FIGURE 8-8. RESTRICTOR POPPET REMOVAL
1. Restrictor Poppet 4. Seal Ring

2. O-ring * 5. O-Ring
3. Backup Ring *
*Note: Items 2 & 3 not used on all valves.

FIGURE 8-10. SPOOL SECTION ASSEMBLY
1. Cover 8. Spring (Blue) 15. Spool Housing 22. Spool End
2. Spring Seat 9. Spool End 16. Cover 23. Spool
3. Spring 10. Poppet (White) 17. Plug 24. Spool End
4. Plug 11. Spring Seat 18. O-Ring 25. Poppet (Green)
5. Poppet (Red) 12. O-Ring 19. O-Ring 26. Plug
6. Spool End 13. O-Ring 20. Spring Seat 27. Spring
7. Spool 14. Plug 21. Spring (Blue) 28. Spring Seat

6. Remove plug (4, Figure 8-10) from end of spool Assembly
(7). Remove spring seat (2) and spring (3). 1. Lubricate O-rings (18 & 19, Figure 8-10), with
Remove poppet (5) and spool end (6). clean hydraulic oil. Install O-rings in spool hous-
NOTE: Pay special attention to poppets (5, 10 and ing and install cover (16). Secure cover in place
25, Figure 8-10) during removal to ensure proper with cap screws. Tighten cap screws to 81 N·m
location during reassembly. Poppets may be (60 ft lbs) torque.
identified with a colored dot; red, white or green. If 2. Install spring (3, Figure 8-10) in spool (7). Install
poppets are not color coded, use the following chart spring seat (2). Apply Loctite® to the threads of
for identification: spool end (6). Install spool end (6) and tighten
to 34 N·m (25 ft lbs) torque. Install poppet (5).
POPPET DRILL Apply Dri-loc #204 to the threads of plug (4).
ORIFICE DIAMETER Install plug (4) and tighten to 20 N·m (15 ft lbs)
COLOR SIZE
torque.
White 1.6 mm (0.063 in.) #52
NOTE: Poppets 5, 10 and 25 may be color coded
Green 2.4 mm (0.093 in.) #42
and must be installed in their original location.
Red 2.8 mm (0.110 in.) #35
3. Repeat step 2 for the opposite end of spool (7).
7. Repeat step 6 for the opposite end of spool (7) Make sure spring (8) is blue in color.
and the top end of spool (23). 4. Lubricate spool assembly (7) and carefully
8. Remove spool end (22), spring retainer (20) install in spool housing (15). Make sure the “V”
and spring (21). groove in spool (7) is in the up position, or
9. Remove cover (16), remove O-rings (18 & 19). toward cover (1).
5. Repeat step 2 for the top end of spool (23). The
bottom end of spool (23) does not contain a
poppet or plug. Install spring (21) which is blue
in color, spring seat (20) and spool end (22).
Cleaning and Inspection Apply Loctite to spool end threads. Install spool
1. Discard all O-rings and backup rings. Clean all end (22) and tighten to 34 N·m (25 ft lbs)
parts in solvent and blow dry with compressed torque.
air. 6. Lubricate the assembled spool (23) and install
2. Inspect all springs for breaks or distortion. in spool housing (15). Make sure the “V” groove
Inspect poppet seating surfaces for nicks or is in the up position, or toward cover (1).
excessive wear. All seats must be sharp and NOTE: Spools (7) and (23) are physically
free of nicks. interchangeable. Make sure spool (23) is installed
3. Inspect all bores and surfaces of sliding parts toward the base port of the spool housing.
for nicks, scores or excessive wear. 7. Install new O-ring and backup ring on restrictor
4. Inspect all poppets in their respective bore for poppet (1, Figure 8-8). Install restrictor poppet
fit. Poppets should move freely without binding in housing.
through a complete revolution. 8. Install new O-rings (12 & 13, Figure 8-10).
9. Install new O-ring and backup ring on poppet
(1, Figure 8-7). Make sure the small steel ball is
installed in poppet (1). Install poppet (1) in
cover (3).
10. Install covers (1, Figure 8-10). Secure cover in
place with cap screws. Tighten cap screws to

HOIST PILOT VALVE Installation
Removal 1. Place the hoist pilot valve into position on the

mounting bracket. Secure valve in place with
1. Place the hoist control lever in the body down cap screws (10, Figure 8-11).
position. Make sure the body is in the full down
2. Position hydraulic lines (2, 13, 14 and 15) over
position. Release the hoist control lever to
valve ports and assemble fittings. Tighten
return the hoist valve spool to the FLOAT posi-
hydraulic line connections securely.
tion.
3. Place hoist control lever in spring-centered
2. Disconnect hydraulic lines at the hoist pilot
position. Adjust pilot valve spool until centerline
valve (1, Figure 8-11). Remove cap screws (4).
of cable attachment hole extends 1.16 in. (29.5
3. Loosen and unthread jam nut (7). Unthread mm) from the face of the valve body.
sleeve (6) until cotter pin (5) and pin (9) are
4. Align control cable eye with pilot valve spool
exposed.
hole and insert pin (9). Secure pin in place with
4. Remove cotter pin (5) and pin (9). cotter key (5).
5. Remove the hoist pilot valve mounting hard- 5. Thread sleeve (6) upward until contact is made
ware (10). Remove hoist pilot valve. Refer to with valve body. Move flange (3) into position
hoist pilot valve disassembly for repair instruc- and secure in place with cap screws (4).
tions.
6. Thread jam nut (7) against sleeve (6). Tighten
jam nut securely.
7. Start the engine and check for proper hoist
operation. Observe for leaks.
FIGURE 8-11. HOIST PILOT VALVE REMOVAL

1. Hoist Pilot Valve 6. Sleeve 11. Solenoid Valve 14. Pilot Pressure to
2. Hydraulic Lines 7. Jam Nut (Body Up Limit) Hoist Valve
3. Flange 8. Control Cable 12. Pilot Operated 15. Supply Pressure
4. Cap Screw 9. Pin Check Valve From Hoist Valve
5. Cotter Pin 10. Cap Screws 13. Return Line

Disassembly
1. Thoroughly clean the exterior of the valve.
Place the valve in a clean work area for disas-
sembly.
2. Remove machine screw (15, Figure 8-12) seal
plate (16), wiper (13) and O-ring (12).
3. Remove snap ring (1, figure 8-12), cap screws
(6), cap (24), spacer (23), and detent sleeve
(22). Detent Balls (2) and (21) will fall free when
the cap and detent sleeve are removed. Sepa-
rate cap (24), spacer (23) and detent sleeve
(22), as this will be necessary for reassembly.
4. Carefully slide the spool (14) out of the spool
housing (17). Remove seal retainer (25), wiper
(26) and O-ring (27) from spool (14).
5. Insert a rod in the cross holes of the detent pin
(3) and unscrew from spool (14). Slight pres-
sure should be exerted against the detent pin
as it disengages and spring tension is released.
6. Remove spring seats (19), spring (4) and
spacer (5).
FIGURE 8-12. HOIST PILOT VALVE
1. Snap Ring 15. Machine Screw

2. Ball (4) 16. Seal Plate
3. Detent Pin 17. Spool Housing
4. Spring 18. Inlet Housing
5. Spacer 19. Spring Seat
6. Cap Screw 20. Spring
7. Outlet Housing 21. Ball (1)
8. Nut 22. Detent Sleeve
9. Tie Rod 23. Spacer
10. Nut 24. Cap
11. O-Ring 25. Seal Retainer
12. O-Ring 26. Wiper
13. Wiper 27. O-Ring
14. Spool

7. Remove relief valve (2, Figure 8-13) from the Cleaning and Inspection
spool housing (1). 1. Clean all parts including housings in solvent
8. Match mark the inlet and outlet housings in rela- and blow dry with compressed air.
tionship to the spool housing to insure correct 2. Inspect seal counter bores, they must be free of
location during reassembly. nicks or grooves.
9. Remove nuts (8) and (10) and remove tie rods 3. Examine springs for breaks or distortion.
(9). Separate the valve housings. Remove O-
ring (11). Remove the poppet check and spring 4. Inspect spool (14, Figure 8-12). The spool must
from the spool housing which are located on the be free of longitudinal score marks, nicks or
outlet housing side of the spool housing. grooves.
5. Test spool (14) in spool housing for fit. Spool
must fit freely, without binding, through a com-
plete revolution.
NOTE: The spool housing (17), spool (14), inlet
housing (18) and outlet housing (7) are not serviced
separately. Should any of these parts require
replacement, the entire control valve must be
replaced.
FIGURE 8-13. RELIEF VALVE

1. Valve Housing 2. Relief Valve

Assembly 8. Apply grease to the cross holes of the detent
pin (3) to hold balls (21) and (2).
1. Thoroughly coat all parts including housing
bores with clean type C-4 hydraulic oil. 9. Slide detent sleeve (22) into cap (24) and place
over a punch. Using this punch, depress ball
2. If the inlet and outlet housings were removed
(21) and insert balls (2) in detent pin cross
follow steps 3 through 5 for reassembly.
holes.
3. Install check poppet (2, Figure 8-14) and spring
(3) in spool housing (1). 10. While holding down on ball (21), slide detent
sleeve (22) and cap (24) as an assembly over
4. Install new O-ring (4) in spool housing. Move
the detent pin (3). Continue to insert detent
the inlet and outlet housings into position.
sleeve (22) until it contacts spring seat (19).
5. Install tie rods. Install tie rod nuts. Tighten tie
rod nuts to the torques shown in Figure 8-15. 11. Secure cap (24) in place with cap screws (6).
Tighten cap screws (6) to 7 N·m (5 ft lbs)
6. Install a new O-ring (27, Figure 8-12) and wiper
torque. Install spacer (23) and snap ring (1).
(26). Install seal retainer (25).
12. Install a new O-ring (12) and wiper (13). Install
7. Install spacer (5), spring seats (19), and spring
seal plate (16). Install machine screws (15).
(4). Thread detent pin (3) into spool (14). Slight
pressure will be required to compress the 13. Using new O-rings, install relief valve (2, Figure
detent spring. Tighten detent pin 9-11 N·m (84- 8-13) in spool housing.
96 in. lbs) torque. Install spring (20). Carefully
install spool into spool housing.
FIGURE 8-14. HOIST PILOT VALVE ASSEMBLY FIGURE 8-15. TIE ROD NUT TORQUE
1. Spool Housing 4. O-ring 1. Nut 4. Tie Rod
2. Check Poppet 5. Outlet Housing 2. Tie Rod 5. Outlet Housing
3. Spring 3. Nut

BODY UP LIMIT SOLENOID
The body up limit solenoid valve (11, Figure 8-11) is
located inside the hydraulic cabinet behind the oper-
ators cab. This valve has no serviceable parts except
for O-ring replacement. Should the solenoid valve The hoist cylinder weighs approximately 1000
malfunction, replace as a unit. kgs (2200 lbs). Some means of support is neces-
sary to prevent it from falling or causing injury
when removing from the truck. Use a suitable lift-
ing device that can handle the load safely.
PILOT OPERATED CHECK VALVE
4. At the upper mount, remove self-locking nut (4,
The pilot operated check valve (12, Figure 8-11) is Figure 8-16) from pin retaining cap screw.
located inside the hydraulic cabinet behind the oper- Remove cap screw (5). Use a brass drift and
ators cab. This valve has no serviceable parts except hammer to drive pin (1) from bore of mounting
for O-ring replacement. Should the pilot operated bracket.
check valve malfunction, replace as a unit.
5. Carefully lower cylinder until it lays against the
inside dual tire. The hoist cylinder weighs
approximately 1000 kg (2200 lbs). Attach a suit-
HOIST CYLINDERS able lifting device that can handle the load
safely to the upper cylinder mounting eye.
Removal

lines. Tighten all connections securely before
applying pressure.

physician familiar with this type of injury is not
received immediately.
1. Ensure engine and key switch has been OFF
for at least 90 seconds to allow accumulator to
bleed down. Be sure Park Brake is applied.
2. Disconnect the lubrication lines to the upper
and lower bearings of the hoist cylinder.
3. Remove cap screw and lockwashers from
clamps securing the hydraulic hoses to the hoist
cylinder. Cap and plug lines and ports to pre-
vent excessive spillage and contamination.
Secure cylinder to frame to prevent movement
during next step.
FIGURE 8-16. HOIST CYLINDER UPPER MOUNT

1. Pin 4. Locknut
2. Retainer Ring 5. Cap Screw
3. Bearing

6. Install a retaining strap or chain to prevent the 5. Install new O-rings in grooves on hose flange
cylinder from extending during handling. connections and lubricate with clean hydraulic
7. At the lower mount, straighten drive lock plate oil. Position flanges over hoist cylinder ports
tabs to allow cap screw removal. Remove all and install flange clamps. Secure clamps with
cap screws (1, Figure 8-17), locking plate (2) cap screws and lockwashers. Tighten cap
and retainer plate (3). screws to standard torque.
8. Carefully remove cylinder from frame pivot by 6. Reconnect lubrication lines for the upper and
pulling outward. Move cylinder to a clean area lower hoist cylinder bearings.
for disassembly. 7. Raise and lower body several times to bleed air
from cylinder. Check for proper operation and
NOTE: Do not lose spacer (6, Figure 8-17) between
inspect for leaks.
cylinder bearing and frame.
8. Service hydraulic tank if necessary.
9. Clean exterior of the cylinder thoroughly.
Installation
Install a retaining strap or chain to prevent the

cylinder from extending during handling. The
hoist cylinder weighs approximately 1000 kgs
(2200 lbs). Use a suitable lifting device that can
1. The hoist cylinder weighs approximately 1000
kgs (2200 lbs). Use a suitable lifting device that
can handle the load safely. Raise the cylinder
into position over the pivot point on the frame.
The cylinder should be positioned with the air
bleed vent plug toward the front of the truck.
Install spacer (6, Figure 8-17). Align bearing
eye with pivot point and push cylinder into
place.
2. Install retaining plate (3), locking plate (2),and
cap screws. Tighten cap screws to 298 N·m
(220 ft lbs) torque. Bend locking plate tabs over
cap screw flats.
3. Align the top hoist cylinder bearing eye with the
bore of the upper mounting bracket. Refer to
Figure 8-16.
4. Align retaining cap screw hole in pin with hole in
mounting bracket and install pin. Install cap
screw (5) and self-locking nut (4) and tighten to
standard torque.
FIGURE 8-17. HOIST CYLINDER LOWER MOUNT
1. Cap Screw 4. Retainer Ring

2. Lock Plate 5. Bearing
3. Retainer 6. Spacer

Disassembly 10. Insert a 13 mm (0.50 in.) dia. x 1320 mm (52 in.)
threaded rod through the top and through the
1. If removal of the hoist cylinder eye bearings is
hole in the disc. Thread a nut on the bottom end
necessary, remove retainer ring (4, Figure 8-17)
of the threaded rod below the disc.
and press out bearing (5).
2. Mount the hoist cylinder in a fixture which will 11. Screw a lifting eye on the top end of the rod.
allow it to be rotated 180°. Attach it to a lifting device and lift the second
and first stage cylinders out of the housing.
3. Position cylinder with the cover (10, Figure 8-
18) mounting eye at the top. Remove cap 12. Remove lifting tools from the second and first
screws (11) and lockwashers retaining the stage cylinder assembly.
cover to the housing (4). 13. Slide the second stage cylinder (2) down inside
4. Using two 0.88 in. dia. x 9 in. long, threaded cap the first stage cylinder (3). Remove snap ring
screws, thread them into the two threaded holes (9) from inside the first stage cylinder.
in the cover (10). Screw the cap screws in
14. Remove second stage cylinder from first stage
evenly until the cover can be removed. Lift
cylinder by sliding it out the top.
cover straight up until quill assembly (22) is
clear. Remove O-ring (12) and backup ring (23). 15. Remove all old bearings, O-rings, and seals
5. Remove cap screws (7) and flatwashers (5) from the hoist cylinder parts.
attaching the rod bearing retainer (6) to the rod
(1). Remove the seal (8).
6. Fabricate a retainer bar using a 6 x 25 x 460
mm (1/4" x 1" x 18") steel flat. Drill holes in the
bar to align with a pair of tapped holes spaced FIGURE 8-18 HOIST CYLINDER
180° apart in the housing. Attach bar to housing
using cap screws (11). 1. Rod & Third Stage
2. Second Stage Cylinder
NOTE: A retainer bar is required to prevent the first 3. First Stage Cylinder
and second stage cylinders from dropping out when 4. Housing
the housing is inverted. 5. Plate
6. Rod Bearing Retainer
7. Cap Screw (12-point)
7. Rotate the cylinder assembly 180°, until the
8. Seal
lower mounting eye is at the top. Hook a lifting
9. Snap Ring
device to the eye on the rod (1) and lift the rod
10. Cover
and third stage cylinder assembly out of cylin-
11. Cap Screws
der housing. If equipped, remove cushion ring
12. O-Ring
(24).
13. Bearing
NOTE: As internal parts are exposed, protect 14. Bearing
machined surfaces from scratches or nicks. 15. Seal
16. Seal
17. Bearing
8. Rotate the cylinder housing 180°. Remove the 18. Buffer Seal
retainer installed in step 5. 19. Bearing
9. Fabricate a round disc 318 mm (12.5 in.) in 20. Rod Seal
diameter 10 mm (0.38 in.) thick with a 14 mm 21. Rod Wiper
(0.56 in.) hole in the center. Align the disc over 22. Quill Assembly
the second (2) and first (3) stage cylinders at 23. Backup Ring
the bottom of the cylinder housing. 24. Ring, Cushion

FIGURE 8-18. HOIST CYLINDER

NOTE: Use only fresh cleaning solvent, lint free
wiping cloth and dry filtered compressed air when
cleaning and handling hydraulic cylinder parts.
Immediately after cleaning and inspection, coat all
surfaces and parts with clean hydraulic oil (Type C-
4).
1. Thoroughly clean and dry all parts.
2. Visually inspect all parts for damage or exces-
sive wear.
3. If cylinder bores or plated surfaces are exces-
sively worn of grooved, the parts must be
replaced or, if possible, re-plated and machined
to original specifications.
4. The quill (2, Figure 8-19) should be checked for
tightness if it has not previously been tack
welded.
a. Check the quill for tightness by using special
tool SS1143 (Figure 8-19) and applying a
tightening torque of 1356 N·m (1000 ft lbs).
b. If the quill moves, remove quill, clean
threads in cover assembly and quill, and
reinstall using the procedure in Quill Installa-
tion.
5. When a cylinder assembly is dismantled, the FIGURE 8-19. QUILL INSTALLATION
cap screws (7, Figure 8-18) should be checked 1. Cap Assembly 2. Quill Assembly
carefully for distress and, if in doubt, replace
them. SS1143 Tightening Tool - Assembly Drawing
S1144 – Square Tube

(3.50" x 3.50" x 0.19" wall x 2.0" long)
SS1145 – Plate
(2.50" x 2.50" x 0.25" thick)
SS1146 – Square Tube

(3.00" x 3.00" x 0.25" wall x 15.50" long)
SS1147 – Tube, Brass

(1.75"O.D. x 1.50" I.D. x 13.50" long)
SS1148 – Square Cut

(2.50" x 2.50" x 0.75" thick)
SS1149 – Hex Drive

(1.75" Hex stock x 2.50" long)
All materials are 1020 Steel except SS1147.

ASSEMBLY OF QUILL AND CYLINDER
NOTE: Use only new seals, bearings and O-rings
during reassembly. Thoroughly lubricate all parts and
seals with hydraulic oil to aid in assembly and to
provide lubrication during initial operation.
Quill Installation
1. The plugs (3, Figure 8-20) and the check balls
(4) in the quill should be checked during any
cylinder repair to insure the plugs are tight and
ball seats are not damaged. Refer to Installation
of Check Balls and Plugs in Quill.
2. Secure cap assembly (1) in a sturdy fixture.
Make certain threads in cap and threads on quill
are clean and dry (free of oil and solvent).
3. Using Loctite “LOCQUIC” Primer “T” (TL8753,
or equivalent), spray mating threads of both cap
assembly (1) and quill assembly (2). Allow
primer to dry 3 to 5 minutes.
4. Apply Loctite Sealant #277 (VJ6863, or equiva-
lent) to mating threads of both cap assembly
and quill assembly.
5. Install quill and use SS1143 tool to tighten quill
to 1356 N·m (1000 ft lbs) torque. Allow parts to
cure for 2* hours before exposing threaded
areas to oil.
* Note: If “LOCQUIC” primer “T” (TL8753) was not
used, the cure time will require 24 hours instead of 2
hours.
6. Tack weld quill in 2 places as shown in Figure
8-20.
7. Remove all slag and foreign material from tack
weld area before assembly of cylinder.
During future cylinder rebuilds, removal of the quill

will not be necessary, unless it has loosened or is
damaged. Removal, if necessary, will require a
break-loose force of at least 2712 N·m (2000 ft lbs)
torque after the tack welds are ground off.
FIGURE 8-20. PLUG & CHECK BALL
INSTALLATION
1. Cap Assembly 3. Plug

2. Quill Assembly 4. Check Ball

Installation of Check Balls and Plugs in Quill 1. Use the newer plugs and make certain threads
in quill tube and on plugs are clean and dry
The check balls (4, Figure 8-20) in the side of the
(free of oil and solvent).
quill assembly (2) are held in place with threaded
plugs (3). 2. Use Loctite “LOCQUIC” Primer “T” (TL8753, or
equivalent), and spray mating threads of both
If a plug is missing and the check ball is not found in plugs (3, Figure 8-20) and quill assembly (2).
the cylinder, the opposite side hoist cylinder and the Allow primer to dry 3 to 5 minutes.
plumbing leading to the hoist valve should be exam-
3. Apply Loctite Sealant #277 (VJ6863, or equiva-
ined for damage. The hoist valve itself should also be
lent) to mating threads of both plugs and quill
checked to see if the ball or plug has caused internal
assembly.
damage to the spool. Peening of the necked down
sections of the spool may result. Spool sticking may 4. Place check balls (4) in quill tube (2) and install
also occur under these circumstances. plugs (3) with concave side facing ball. Using
SS1158 tool, tighten plugs to 95 N·m (70 ft lbs)
Refer to Figure 8-21 for SS1158 tool that can be torque. Allow parts to cure for 2* hours before
made for installing or removing the check ball plugs. exposing threaded areas to oil.
Plugs should be checked during any cylinder repair * Note: If “LOCQUIC” primer “T” (TL8753) was not
to be sure they are tight. If found to have any move- used, the cure time will require 24 hours instead of 2
ment, they should be removed and the ball seat in hours.
the quill checked to see if it is deformed.
5. Stake plug threads in two places (between
• If deformation of the ball seat has occurred, the holes) as shown in Figure 8-20 to prevent loos-
quill should be replaced. ening of plug.
• If the ball seat area is not deformed, measure the If removal of the plug is necessary in a later rebuild, it
plug thickness as shown in Figure 8-20: will be necessary to carefully drill out the stake marks
Older Plug is 0.25 ± 0.02 in. thick. and destroy the plug. A new plug should be installed
Newer plug is 0.38 ± 0.02 in. thick. and staked as previously detailed.
FIGURE 8-21. SS1158 PLUG INSTALLATION/REMOVAL TOOL

Assembly of Cylinder 10. Thread two guide bolts 100 mm (4 in.) long in
the end of the rod (1). Install seal (8) on the end
1. Install seals (15, Figure 8-18) and bearing (14)
of the rod.
on second stage cylinder. Install bearings (19)
and buffer seal (18), rod seal (20) and rod wiper 11. Align piston rod bearing retainer (6) over guide
(21) on first stage cylinder. Lubricate with clean bolts and lower it over the end of the rod (1).
hydraulic oil (Type C-4). Remove guide bolts.
2. Align and slide the second stage cylinder (2) NOTE: Check cap screws carefully for distress and, if
inside the first stage cylinder (3). Allow the sec- in doubt, replace them with new.
ond stage to protrude far enough to install the
snap ring (9) on the inside of the first stage cyl- 12. Make certain threads on cap screws (1, Figure
inder. 8-22) and threads in rod are clean and dry (free
of oil and solvent).
3. Mount the housing (4) in the fixture with the
cover end positioned at the top. Install bearings
(19) and buffer seal (18), rod seal (20) and rod
wiper (21) in the housing.
4. Install lifting tool used during disassembly in the
second and first stage cylinder assembly.
5. Install bearings (13) on the first stage cylinder
(3). Lift and align this assembly over the hous-
ing (4). Lower the second and first stage cylin-
ders into the housing.
6. Install retainer used during disassembly to hold
the second and first stage cylinder in place
when the housing is rotated. Rotate housing
180° to position the lower mounting eye at the
top.
7. Install bearings (19) and buffer seal (18), rod
seal (20) and rod wiper (21) in the second stage
cylinder (2).
8. Attach a lifting device to the rod eye (1) and
align it over the housing (4). If equipped, install
cushion ring (24) on rod. Lubricate the rod with
hydraulic oil and lower the rod into the housing.
FIGURE 8-22. 3rd. Stage Piston
NOTE: A cushion ring (24) can be added to hoist
cylinders even if one was not removed during 1. 12 Pt. Cap Screw 3. Piston
disassembly. 2. Plate
9. Rotate housing 180° to position the cover end
at the top. Remove retainer installed in Step 6.
Install bearings (17) and seal (16) on the rod
bearing retainer (6).

13. Use Loctite “LOCQUIC” Primer “T” (TL8753, or * Note: If “LOCQUIC” primer “T” (TL8753) was not
equivalent), to spray mating threads on cap used, the cure time will require 24 hours instead of 2
screws and threads in rod. Allow primer to dry 3 hours.
to 5 minutes. 16. Install O-ring (12, Figure 8-18) and backup ring
14. Apply Loctite Sealant #277 (VJ6863, or equiva- (23) on cover (10). Align and lower cover onto
lent) to threads of cap screws and threads in housing (4). Install cap screws (11) and lock-
rod. washers. Tighten cap screws to standard
torque.
15. Install plate (2), and cap screws (1). Tighten cap
screws to 780 N·m (575 ft lbs) torque. 17. Install hoist cylinder eye bearing (5, Figure 8-
17) and retainer rings (4) if removed.
NOTE: Allow parts to cure for 2* hours before
exposing threaded areas to oil.

COUNTERBALANCE MANIFOLD
The counterbalance manifold is located to the rear of
the hoist valve. The internal counterbalance valve
relieves excessive pressure that can develop in the
annulus area of the hoist cylinders if the load sticks to
the tail of the body as the body goes overcenter while
dumping.
Figures 8-23 through 8-25 show the proper place-
ment of the O-rings and backup-rings on the needle
valve, counterbalance valve and the cavity plug.
For information on how the counterbalance valve
functions, see Hoist Circuit Operation, this section.
For adjusting of the counterbalance valve, refer to
the Hydraulic Checkout Procedure in this Section. FIGURE 8-25. CAVITY PLUG
1. O-Rings 2. Backup-Rings
FIGURE 8-23. NEEDLE VALVE

FIGURE 8-24. COUNTERBALANCE VALVE


DISABLED TRUCK DUMPING Dumping Procedure
PROCEDURE
Raising the Body:
Sometimes it is necessary to dump a load from the
body of a truck when the hoist system is inoperable. 3. On the disabled truck, move the hoist control
The following instructions describe the use of a lever to power up and then release it to place
“good” truck to provide the hydraulic power required the hoist pilot valve in the HOLD position (leave
to raise the body of the “disabled” truck to dump the in this position during entire procedure).
load.
In the example below, Figure 8-23 illustrates a typical
hookup from the good truck. The disabled truck may
be another Model 830E, or a different Komatsu
model.
Hookup
Be certain there is an adequate, clear area to dump
the loaded box. When the good truck is in position,
shut down the engine and allow the hydraulic system
to bleed down. Be certain pressure has bled off
before connecting hoses.
1. With the good truck parked as close as possible
to the disabled truck, attach a hose from the
power up quick disconnect (3, Figure 8-23) to
the power down circuit of the disabled truck.
(Hose must be rated to withstand 17237 kPa
(2500 psi) or greater pressure. FIGURE 8-26. PUMP MODULE, HOSE HOOKUP
(Model 830E Shown)
NOTE: The power down circuit will use a smaller
diameter hose (tube) than the power up circuit. 1. Hoist Valve
2. Overcenter Manifold
2. Connect another hose from the power down
3. Power Up Quick Disconnect; Connect to
quick disconnect (4) to the power up circuit of power down circuit of “disabled” truck
the disabled truck. 4. Power Down Quick Disconnect; Connect to
NOTE: If both trucks are a Model 830E, the hoses power up circuit of “disabled” truck
will be installed at the quick disconnects shown in
Figure 8-23 and will be crossed when connected.

4. Start the engine on the good truck, place the Lowering the Body:
hoist control in the power down position and 6. Place the hoist lever of the good truck in FLOAT
increase engine RPM to high idle to dump the to lower the body. If necessary, momentarily
disabled truck. If the body of the disabled truck place the hoist control in POWER UP until the
fails to raise, increase the good truck power body is able to descend in FLOAT. Do not
down relief pressure as follows: accelerate the engine.
a. Shut down engine and allow the hydraulic 7. After body is lowered, shut down the truck,
system to bleed down. bleed the hydraulic system and disconnect the
b. Remove the cap from the Hoist Pilot Valve hoses.
relief valve (2, Figure 8-13) located in the 8. Reduce power down relief valve pressure to
hydraulics components cabinet behind the normal on good truck by turning the adjustment
cab. While counting the number of turns, counterclockwise the same number of turns as
slowly screw the relief valve adjustment required in step 4 b.
screw clockwise until it bottoms. 9. Check power down relief pressure using
5. Repeat step 4 to dump the disabled truck. instructions in Section L10.
10. Check hydraulic tank oil level.

NOTES:

SECTION L
HYDRAULIC CHECKOUT PROCEDURE
INDEX
HYDRAULIC CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
STEERING AND BRAKE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3

Pressure Check And Adjustment Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
BLEEDDOWN MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5
SHOCK & SUCTION VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5

Shock & Suction Valve Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-5
LEAKAGE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7

Steering Control Unit & Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
Bleeddown Manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-7
ACCUMULATOR BLEED DOWN

PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
LOW STEERING PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-9
CHECKING HOIST SYSTEM PRESSURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Hoist System Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16

Power Down Relief Pressure Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-17
HOIST COUNTERBALANCE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18

Preparation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18
Counterbalance Valve Pressure Check Only: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-18
Counterbalance Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-19
HYDRAULIC SYSTEM FLUSHING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-22
OIL CLEANLINESS CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-23
L10016 11/04 Hydraulic Check-out Procedure L10-1

NOTES:
L10-2 Hydraulic Check-out Procedure 11/04 L10016

HYDRAULIC CHECKOUT PROCEDURE
STEERING AND BRAKE PUMP 3. Install a calibrated 35,000 kPa (5000 psi) gauge
on the diagnostic coupling on the steering pump
Pressure Check And Adjustment Procedure test port marked “GPA” (5, Figure 10-1), located
NOTE: If steering and brake pump has just been on the same side of the pump as the suction
installed, make sure the steering pump crankcase is port.
full of oil prior to starting the engine (See Step 5). 4. Make sure all pump suction line shut-off valves
are fully open. (The shut-off valves are open
when the handles are in line with the hose.)
NOTE: Serious pump damage will result if all shut-off
valves in the suction lines are not completely open
Relieve pressure before disconnecting hydraulic when the engine is started.
lines. Tighten all connections securely before 5. If the pump has just been installed on the
applying pressure. machine, and prior to starting the engine, bleed
Hydraulic fluid escaping under pressure can air from inside pump to make sure the steering
have sufficient force to enter a person's body by pump crankcase is full of oil.
Blocking pressure line between pump and sys-
tem (or pump) high pressure relief valve will
result in damage and could result in serious per-
sonal injury.
1. Place the directional control lever in PARK.
Turn the key switch OFF to stop the engine and
allow accumulator to completely bleed down
before opening circuits to take measurements,
to make repairs, or to install or remove gauges.
NOTE: All accumulators must be fully precharged
with nitrogen before starting engine. Permanent
damage to bladder accumulators will result if engine
is started without proper precharge.
FIGURE 10-1. STEERING PUMP
1. Steering Pump 7. Jam Nut
2. Check nitrogen precharge in all accumulators. 2. Pump Crankcase Drain 8. Compensator Adjus
Refer to Steering Accumulator Charging Proce- Fitting 9. Jam Nut
dure, this section, and Brake Accumulator 3. Inlet Port 10. Maximum Stroke
Charging Procedure, Section J, Brake Circuit 4. Plug Screw
for detailed charging instructions. 5. Diagnostic Port (GPA) 11. Unloader Adjuster
6. Compensator Housing

To Bleed Air From Pump: b. Bottom out the unloader valve adjustment
screw (11, Figure 10-1).
a. With the engine OFF and the hydraulic oil
level in the tank is at the proper level, open c. Back out the pressure compensator adjust-
shut-off valve in steering pump suction line. ment screw (8).
b. With suction line shut-off valve open, loosen d. Fully open all shut-off valves.
suction hose cap screws (at the pump) to e. Start truck and adjust pressure compensator
bleed any trapped air. Then loosen pressure (8) until 26 200 kPa (3800 psi) is read and
hose cap screws (at the pump) to bleed any maintained on gauge at steering pump
trapped air. Tighten hose connection cap “GPA” test port (5). Tighten jam nut (7).
screws to standard torque.
f. Shut down the engine and allow sufficient
NOTE: If trapped air is not bled from steering pump, time for the accumulators to bleed down
g. Back out unloader valve adjustment screw
c. Disconnect pump case drain hose (from fit- (11) completely.
ting 2, Figure 10-1) and cap the hose.
h. Start truck and allow pump to unload:
d. Remove fitting (2) and add clean C-4 type oil
to pump through opening until pump housing Pressure gauge at steering pump “GPA”
is completely full. test port will read about 1 379 to 2 758 kPa
(200 to 400 psi) when the pump is
e. When pump housing is full of oil, install fitting unloaded.
(2) and connect pump case return hose to fit-
i. Adjust unloader valve:
ting.
Adjust to reload pump when pressure drops
to 2,2064 ± 345 kPa (3200 ± 50 psi).
6. Check hydraulic oil in tank is visible in upper
j. Steer to cause accumulator pressure to
sight gauge. Add oil if necessary.
decrease enough so accumulators are
NOTE: Allow adequate time for the accumulator to reloaded to verify unloader valve setting:
fully charge after start up.
The pressure gauge in the port marked
“ACC” should read 2,2064 ± 345 kPa (3200
± 50 psi). Tighten jam nut.
7. Start engine and run at low idle. The steering
pump with unloader valve is preset to unload Note: The critical pressure adjustment is the
the pump at 24 133 to 24 477 kPa (3500 to unloader valve reload pressure. The pressure at
3550 psi), and reload accumulators when their which it unloads is not adjustable separately but will
pressure falls to 2,2064 ± 345 kPa (3200 ± 50 follow the reload pressure adjustment.
psi). If necessary to adjust pump pressure:
a. Install calibrated pressure gage capable of
35 000 kPa (5000 psi) at base of either
steering accumulator in the SAE #4 (or #6)
port or on a tee placed in the port marked
“ACC” on the unloader valve block on the
pump.

Steering Pump Leakage Check SHOCK & SUCTION VALVES
To check for worn piston pump, measurement of the Shock & Suction Valve Settings
leakage can be made from the case drain while the
pump is under pressure.
1. Disconnect steering pump drain line from the
hydraulic tank and securely plug port in hydrau-
lic tank with a steel cap. Relieve pressure before disconnecting hydraulic
2. Connect a flow meter to the pump drain line or lines. Tighten all connections securely before
have the drain line directed into a large con- applying pressure.
tainer or reservoir. The pump case must remain
full of oil during this test.
3. Connect a calibrated 35,000 kPa (5000 psi) penetrating the skin and cause serious injury and
pressure gauge to diagnostic receptacle located possibly death if proper medical treatment by a
on the junction block from the outlet hose from physician familiar with this type of injury is not
the steering pump. received immediately.
4. Start engine and warm hydraulic oil to operating Be sure accumulator oil pressure has been bled
temperature of 43°C (110°F). down. Turn steering wheel; the wheels should
5. With engine at 1800 rpm and accumulator com- not move if oil pressure has been relieved.
pletely full, verify steering pressure is 22,064
1. Shut down engine, turn key switch OFF and
kPa (3200 psi) on pressure gauge. Adjust
allow accumulator to completely bleed down
unloader valve pressure if necessary.
before opening circuits to take measurements,
6. Read the flow meter or time the case drain flow to make repairs, or to install or remove gauges.
used to fill a known size container and calculate
2. Install a calibrated 35,000 kPa (5000 psi) gauge
the flow rate in terms of cubic inches per minute
on one of the two diagnostic ports located on
(in.3/min.). the steering cylinder manifold located just below
7. The leakage should not exceed 5.25 liters per the engine.
minute (177 oz. per min.) at 22,064 kPa (3200 3. Prior to checking the shock & suction valves in
psi) system pressure. Additional leakage indi- the flow amplifier, raise the steering relief pres-
cates wear, but does not become critical until it sure.
impairs performance.
a. Remove steering relief valve external plug
using an 8 mm metric allen wrench. Refer to
Figure 10-3.
BLEEDDOWN MANIFOLD
Adjustment of the relief valves is not necessary or
recommended. Relief valves are factory preset. Do
not attempt to rebuild or repair if relief valves are
defective. Replace as a unit. The steering pressure
switch and check valves are also replaced only as
units.

b. Gently bottom out the steering relief valve NOTE: The shock & suction valves are only serviced
using a 5 mm metric allen wrench. Refer to as complete units, and cannot be adjusted while
Figure 10-3 for relief valve location. installed in the flow amplifier valve.
5. After checking shock & suction valves, lower

4. Check flow amplifier shock & suction valve
the steering relief pressure to 17,237 kPa (2500
pressure. Pressure check can be accomplished
psi). Steering relief pressure can be adjusted by
by steering away from steering cylinder stops,
steering full left or right and adjusting steering
then steering into stop and continue to turn
pressure at the flow amplifier while holding
steering wheel. Gauge should read 19,996 kPa
slight pressure on the steering wheel. Replace
(2900 psi). Move the gauge connection to the
the external steering relief valve plug.
other diagnostic port to test the pressure of the
other valve. If shock & suction valve pressure is 6. Remove test equipment and reconnect all lines
not correct, replace valves. and hoses to the proper location.
FIGURE 10-2. FLOW AMPLIFIER VALVE


LEAKAGE TESTS e. Measure leakage from the flow amplifier
return hose (from the “HT” port). Maximum
allowable leakage is 820 m (l50 in.3) per
minute. If leakage is excessive, replace flow
Relieve pressure before disconnecting hydraulic amplifier.
lines. Tighten all connections securely before f. Turn key switch OFF to stop the enigne and
applying pressure. Hydraulic fluid escaping wait 90 seconds for the steering accumulator
under pressure can have sufficient force to enter to bleed down.
a person's body by penetrating the skin and
g. If further leak testing is required, continue to
cause serious injury and possibly death if proper
Step 3. Or, remove test equipment and
reconnect all hoses to their proper location.
this type of injury is not received immediately.
NOTE: The hydraulic system must be at normal
operating temperature 43°C (110°F) or higher before
performing leakage tests.
Bleeddown Manifold
Steering Control Unit & Flow Amplifier 3. With hoses still disconnected as in Step 2, dis-
1. Shift the directional control lever to PARK. Turn connect hoist pilot valve return line (15, Figure
the key switch OFF to stop the engine. Wait 90 10-4) at the bleed down manifold. Plug the fit-
seconds for steering accumulator to bleed ting on bleed down manifold.
down. Turn steering wheel to be sure no pres-
sure remains.
2. To check leakage from the steering control unit
and the flow amplifier: Hydraulic tank oil level is above the level of this
a. Disconnect steering control unit tank (return) return line. It is necessary to draw a vacuum on
line at the flow amplifier (“T” port, Figure 10- the hydraulic tank to prevent a large amount of
2). Plug the “T” port opening on flow ampli- oil from draining out of the tank with the return
fier. line disconnected from the bleeddown manifold.
b. Disconnect flow amplifier return hose (from

4. Draw a vacuum on the hydraulic tank to prevent
“HT” port) at the bleed down manifold. Cap
oil loss. Disconnect return hose to tank from
fitting on bleed down manifold
bleeddown manifold (11, Figure 10-4). Using
c. Start engine and run at low idle. DO NOT adapters, connect the hoist pilot valve return
TURN STEERING WHEEL WHEN RETURN hose (15) and the return line to tank hose (11)
HOSES ARE DISCONNECTED. together.
d. Measure leakage from steering control unit
tank line. Leakage not to exceed 164 ml (10
in.3) per minute. If leakage is excessive,
replace steering control unit.

5. Remove vacuum on the hydraulic tank. Start
the engine. Allow the accumulator to fill up.
Measure leakage from the return hose fitting on
the bleeddown manifold. Maximum allowable
leakage from the bleeddown manifold is 541 ml
(33.0 in.3) per minute. If leakage is excessive, If key switch is used, all the oil in the accumula-
the following components should be replaced tor will come out the return port that was used to
until the leakage is within the allowable limits: check manifold leakage.
• Bleeddown Solenoid 7. Before removing plugs on bleeddown manifold
• System Relief Valve 27579 kPa (4000 psi) or connecting lines that have been discon-
nected, be sure to draw a vacuum on the
• Piloted Check Valve hydraulic tank to prevent spillage. Reconnect all
hoses to their proper location.
6. After test is complete, stop the engine with the 8. Turn the key switch to the OFF position to allow
shut down switch on the console next to the steering accumulators to bleed down. Remove
seat. Do not use the key switch to stop the test equipment.
engine.
1. Bleeddown Solenoid
2. Quick Disconnect, Brake System
3. To Steering Accumulators
4. Low Steering Pressure Switch
5. Relief Valve - 3447 kPa (500 psi)
6. Flow Amplifier
7. Feedback Pressure to Unloader Valve
8. Check Valve
9. Relief Valve - 27,579 kPa (4000 psi)
10. Bleeddown Manifold Valve Assembly
11. Tank Return Line
12. Supply (From Filter)
13. Check Valve (Piloted)
14. Supply to Flow Amplifier
15. Hoist Pilot Valve Return to Tank
16. Brake System Supply
17. Return From Flow Amplifier
FIGURE 10-4. BLEEDDOWN MANIFOLD

ACCUMULATOR BLEED DOWN LOW STEERING PRESSURE SWITCH
PROCEDURE 1. Shut down engine and turn key switch OFF.
To safely relieve hydraulic pressure in the accumula- Wait 90 seconds for steering accumulator to
tors while performing leakage tests, follow these bleed down. Turn steering wheel to be sure no
steps. pressure remains.
Parts required: 2. Connect a calibrated 35,000 kPa (5000 psi)
pressure gauge to the rear accumulator.
a. Hose - 1/4” SAE 100R2 rated at 34474 kPa
3. Start truck and observe at least 21 718 kPa
(5,000 psi)
(3150 psi) on gauge. Shut engine down using
or - 3/8” SAE100R2 rated at 27579 kPa
kill switch on center console (not key switch).
(4,000 psi)
4. Slowly bleed off accumulator pressure by open-
b. Two needle valves rated at 27579 kPa ing needle valves in brake cabinet. Observe the
(4,000 psi) pressure value when the Low Steering Pres-
c. One Tee connector sure warning light and buzzer are activated.
Activation range must be within 15 858 ± 317
d. One fitting to connect hose to hydraulic tank
kPa (2300 ± 46 psi) falling. If outside this range,
filler tube.
replace pressure switch.
1. Before performing any tests, with engine OFF
and accumulators bled down, attach a hose and
needle valve assembly to each accumulator
bleed port.
2. Connect the two hoses (one from each needle
valve) together using a tee connector, then con-
nect the remaining hose end to a fitting that
screws into the hydraulic tank filler tube (in
place of the filler cap).
3. By opening the needle valves, both accumula-
tors can be bled down and the oil discharged
back into the hydraulic tank.

TROUBLESHOOTING CHART
(Steering Circuit)
Trouble Possible Cause Suggested Corrective Action
Overloaded steering axle. Reduce axle loading.

Slow steering, hard Malfunctioning relief valve. System Replace relief valve.
steering or loss of pressure lower than specified.
power assist Worn or malfunctioning pump. Replace pump. See steering pump trouble-
shooting chart.
Rod end of cylinder slowly extends A small rate of extension may be normal on
Drift - Truck veers without turning the steering wheel. a closed center system.
slowly in one direction Worn or damaged steering linkage. Replace linkage and check alignment or
toe-in of the front wheels.
Air in system due to low oil level, Correct oil supply problem and/or oil leak-
pump cavitation, leaking fittings, age.
pinched hoses, etc.
Loose cylinder piston. Repair or replace defective components.
Wander - Truck will not Broken neutral position springs in Replace neutral position springs.
stay in straight line steering control unit.
Improper toe-in setting. Adjust.
Bent linkage or cylinder rod. Repair or replace defective components.
Severe wear in steering control Repair steering control valve.
valve.
Slip - A Slow move- Leakage of cylinder piston seals. Replace seals.
ment of steering wheel Worn steering control valve. Replace steering control valve.
fails to cause any
movement of the
steered wheels
Low oil level. Service hydraulic tank and check for leak-
age.
Spongy or soft steering
Air in hydraulic system. Most likely Bleed air from system. Positioning ports on
air trapped in cylinders or lines. top of cylinder will help avoid trapping air.
Air in system due to low oil level, Correct condition and add oil as necessary.
cavitating pump, leaky fittings,
Erratic steering pinched hose, etc.
Loose cylinder piston. Repair or replace cylinder.
Lower splines of column may be Repair or replace steering column.
disengaged or damaged.
Free Wheeling - Steer-
ing wheel turns freely No flow to steering valve can be
with no back pressure caused by:
or no action of the front 1. Low oil level 1. Add oil and check for leakage
wheels 2. Ruptured hose 2. Replace hose
3. Broken cardan shaft pin (steering 3. Replace pin
unit)

(Steering Circuit)
Broken or worn linkage between Check for loose fitting bearings at anchor
Excessive free play at cylinder and steered wheels. points in steering linkage between cylinder
steered wheels and steered wheels.
Leaky cylinder seals. Replace cylinder seals.
Binding or misalignment in steering Align column pilot and spline to steering
column or splined column or splined control valve.
input connection.
High back pressure in tank can Reduce restriction in the lines or circuit by
Binding or poor center- cause slow return to center. Should removing obstruction or pinched lines, etc.
ing of steered wheels not exceed 2068 kPa (300 psi).
Large particles can cause binding Clean the steering control unit. If another
between the spool and sleeve. component has malfunctioned generating
contaminating materials, flush the entire
hydraulic system.
Large particles in spool section. Clean the steering control unit.
Steering control valve Insufficient hydraulic power. Check hydraulic oil supply.
locks up Severe wear and/or broken cardan Replace pin or the steering control unit.
shaft pin.
Steering wheel oscil- Lines connected to wrong ports. Check line routing and connections.
lates or turns by itself Parts assembled incorrectly. Reassemble correctly.
Steering wheels turn in Lines connected to wrong cylinder Correct cylinder port line connections.
opposite direction ports.
when operator turns
steering wheel

(Steering Pump)
Trapped air inside steering pump. Bleed trapped air. Refer to “Pressure Check
And Adjustment Procedure”, this Section.
Broken pump drive shaft. Replace pump drive shaft.
No pump output Excessive circuit leakage. Check for loose fittings, broken or cracked
tubes.
No oil to pump inlet. Check hydraulic tank oil level. Make sure
shut-off valve is open.
Low pump pressure. Check or adjust compensator pressure set-
ting.
Compensator valve, seat, spring or Repair or replace compensator.
packing failure.
Worn or scored pistons and bores. Repair or replace pistons or pump housings.
Maximum volume stop limiting Turn volume stop screw counterclockwise.
pump stroke. Tighten jam nut.
Worn or damaged piston shoes, Repair or replace defective parts.
Low pump output swashblock or swashblock wear
plate.
Worn or grooved cylinder wear Repair or replace defective parts.
plate and/or port plate.
Restricted inlet. Clear restriction. Make sure suction line
shut-off valve is open. Clean suction
strainer.
Insufficient inlet oil. Check for proper hydraulic tank oil level and
make sure suction line shut-off valve is
open.
Control piston seals broken or dam- Repair or replace broken parts.
Unresponsive or slug-
aged.
gish control
Swashblock saddle bearings worn Repair or replace broken parts.
or damaged.
Faulty output circuit components. Repair or replace relief valve or pressure
compensator valve.
Worn piston pump. Repair or replace worn parts.
Worn or grooved cylinder wear Repair or replace worn parts.
Loss of pressure plate and/or port plate: wear plate
and/or port plate separation from
cylinder, each other or valve plate.
Worn pistons, shoes or piston Repair or replace worn parts.
bores.

Excessive or high peak compensator valve.
pressure

(Steering Pump)
Low compensator pressure setting. Check compensator pressure setting.

Fluid too cold or viscosity too high. Use proper viscosity oil or warm oil before
starting.
Air leak at inlet connection. Inspect inlet hose and connections for
looseness.
Noise or squeal
Insufficient inlet oil. Check for proper hydraulic tank oil level.
Check for clogged suction strainer. Make
sure suction line shut-off valve is open.
Broken or worn piston/shoe assem- Repair or replace broken/worn parts.
bly.
Low pressure compensator pres- Check and adjust compensator pressure
sure setting. setting.
Steering function slow
Plugged filter or suction strainer. Replace filter element or clean suction
strainer.
Fluid level is reservoir is low or Check for proper hydraulic tank oil level.
supercharge is insufficient.
Irregular or unsteady Air entering hydraulic system. Inspect inlet hose and connections.
operation Worn piston pump. Repair or replace broken/worn parts.
compensator valve.
Operating pump above rated pres- Refer to “Pressure Check and Adjustment
sure. Procedure”, this Section.
Low fluid level in reservoir. Check for proper oil level in hydraulic tank.
Air entering hydraulic system. Inspect inlet hose and connections.
Excessive heating Worn piston pump. Repair or replace worn components.
Worn or grooved cylinder wear Repair or replace worn components.
plate and/or port plate.
compensator valve.

(Flow Amplifier - Refer to Figure 10-5)
Stuck piston (position 2, Figure 10- Disassemble and check piston movement.
Slow or hard steer
5).
Heavy steering wheel Dirty throttle-check valve, (position Disassemble and clean the throttle check
movement with a simul- 3) or dirty orifice screw (position 4). valve and/or the orifice screw.
taneous opening of the
relief valve
Leaky shock valve or suction valve, Disassemble, clean and check shock and
Free Wheeling (no end (position 6). suction valves.
stop) Setting pressure of shock valve too Adjust the shock valve pressure setting.
low, (position 6).
Leaky relief valve in the priority Clean and perhaps replace the relief valve.
Inability to Steer (No valve, (position 1).
Pressure Build-up)
Defective steering control unit. Replace the steering control unit.
Air in “LS” line. Bleed the “LS” line.
Hard point when begin- Spring compression in the priority Replace priority valve spring.
ning to turn the steering valve too low.
wheel Clogged orifice in the “LS” or “PP” Clean the orifice.
port (positions 7 & 8).


CHECKING HOIST SYSTEM PRESSURES
NOTE: If relief valve or hoist valve assembly has 4. With engine at low-idle, place hoist lever in
been replaced or rebuilt, hoist relief valve pressure power up position and hold until body is in the
should be checked. full raised position.
Pressure at both hoist pumps should be
17,237 ± 690 kPa (2500 ±100 psi).
Relieve pressure before disconnecting hydraulic NOTE: Each hoist pump section supplies oil to a
lines. Tighten all connections securely before separate inlet section on the hoist valve. Each inlet
applying pressure. section on the hoist valve contains a power up relief
Hydraulic fluid escaping under pressure can valve. If the either relief pressure is not within
have sufficient force to enter a person's body by specifications, adjust or replace the respective relief
penetrating the skin and cause serious injury and valve.
possibly death if proper medical treatment by a 5. If power up relief pressure is not correct, adjust
physician familiar with this type of injury is not pressure as follows:
received immediately. a. Move hoist control lever to the “power down”
position and allow body to completely rest on
Hoist System Relief Pressure Adjustment
frame rails. Shut down engine.
1. Install two 0-35,000 kPa (0-5000 psi) pressure
b. Relieve all hydraulic pressure from hoist sys-
gauges (one to each diagnostic coupler located
tem.
at each outlet port on the hoist pump).
2. Start engine and run at low idle. NOTE: One relief valve is located under each inlet
valve cover.
Pressure at both hoist pumps should be
approximately 517 kPa (75 psi) or less with c. Remove small external tube and cap screws
oil temperature at 29°C (70°F). (1, Figure 10-6) from inlet section cover (2)
3. To allow full extension of the hoist cylinders, where the relief valve needs serviced.
disconnect the hoist up limit solenoid from the Remove cover from hoist valve and spring
wiring harness located in the hydraulic cabinet (3) from relief valve.
behind the operators cab. d. Loosen jam nut on relief valve (4) and turn
screw in (clockwise) to increase pressure or
out (counter-clockwise) to decrease pres-
sure.
Be sure there is adequate (safe) overhead clear-
ance before raising body to full up position.

NOTE: Each 1/4 turn of the adjustment screw will 3. If power down relief pressure is not within spec-
cause approximately 1,034 kPa (150 psi) change in ifications, remove cap and adjust relief valve (2,
pressure. Figure 10-7) on hoist pilot valve (1).
e. Install spring (3) and cover (2) with new O- • To increase power down relief pressure, turn
rings (8). Install and tighten cap screws (1). adjusting screw in (clockwise).
f. Check pressure again (Steps 2 - 4). • To decrease power down relief pressure, turn
adjusting screw out (counter-clockwise).
NOTE: The power down relief valve is located on the
pilot control valve in the hydraulic components
cabinet located behind the cab.
4. When pressure is within specifications, shut
down engine and move hoist control lever to the
“float” position to allow body to completely rest
on frame rails and allow accumulator to bleed
down completely.
5. Remove pressure gauge.
FIGURE 10-6. HOIST RELIEF VALVE

1. Cap Screw 6. Sleeve
2. Inlet Cover 7. Low Pressure Relief
3. Spring 8. O-Rings
4. Main Relief Valve 9. Inlet Section
5. Spring
Power Down Relief Pressure Adjustment

1. Install a 0-25,000 kPa (0-3500 psi) pressure
gauge at the power down test port “TPD” (3,
Figure 10-9) on the counterbalance manifold
(2).
2. With engine at low idle, allow the steering accu-
mulator to fill and the pump to unload. With the
body resting on the frame, place the hoist lever
in the POWER DOWN position and then read FIGURE 10-7. POWER DOWN RELIEF VALVE
pressure at “TPD” test port gauge:
1. Hoist Pilot Valve 2. Relief Valve
Pressure should be 10,342± 517 kPa
(1500 ± 75 psi).

HOIST COUNTERBALANCE VALVE Counterbalance Valve Pressure Check Only:
Preparation: 1. Start the engine. At low idle, raise the body and
as it extends to the third stage, read the pres-
Note: The ports and valves referred to in the sure on the gauge connected to the “TR” port.
following procedures are labelled on the (All counterbalance valve pressures are read/
counterbalance manifold valve body. adjusted while hoist cylinders are in third stage.)
1. With the engine shut down, the body resting on a. If pressure is 20 684 kPa (3000 psi) or
the frame, the hoist valve in the FLOAT position above, stop hoisting immediately.
and hydraulic system pressure bled down, Pressure is adjusted too high and must be
loosen locknut on adjustment stem of needle lowered. Go to Counterbalance Valve
valve (9, Figure 10-9) on counterbalance mani- Adjustment and perform adjustment proce-
fold (2). Turn adjustment stem fully clockwise. dure.
2. Remove fitting from “PILOT VENT” port (8) on b. If pressure is below 20 684 kPa (3000 psi),
counterbalance manifold. This port will remain increase engine speed by approximately 300
open to atmosphere during adjustment; do not rpm and observe pressure on gauge.
allow dirt to enter open port.
Note: It is suggested a clean SAE #4 (1/4") hydraulic
hose is installed in the open port and the hose
pointed downward.
3. Install a 35,000 kPa (5000 psi) gauge at test
port “TR” (7) on counterbalance manifold.
(Gauge will measure rod end pressure; the
pressure controlled by the counterbalance
valve.)
FIGURE 10-9. COUNTERBALANCE VALVE
FIGURE 10-8. COUNTER BALANCE VALVE 1. Check Valves

2. Counterbalance Manifold
1. Hoist Valve 3. Power Down Test Port (TPD)
2. Counterbalance Manifold 4. Counterbalance Valve
3. Power Down Test Port (TPD) 5. Counterbalance Valve Test Port (TCBVP)
4. Counterbalance Valve (CBV) 6. Power Up Test Port (TPU)
5. Counterbalance Valve Test Port (TCBVP) 7. Test Port (TR)
6. Power Up Test Port (TPU) 8. Pilot Vent Port
7. Test Port (TR) 9. Needle Valve
8. Pilot Vent Port 10. Counterbalance Valve Port (TCBV)

1.) If pressure is still below 20 684 kPa (3000 Counterbalance Valve Adjustment
psi), continue increasing engine speed in 1. Loosen locknut on adjustment stem of counter-
steps of 300 rpm, while in third stage and balance valve (4, Figure 10-9) on manifold.
observing pressure gauge. Turn adjustment stem fully clockwise to start
2.) Continue monitoring pressure gauge until adjustment procedure so counterbalance valve
engine high idle is attained. pressure is as low as possible.
c. If gauge indicates 20 684 kPa (3000 psi) Note: Turning adjustment stem in (clockwise)
while at high idle, in POWER UP and in third decreases the pressure. Turning the stem out
stage, counterbalance valve adjustment is (counterclockwise) increases the pressure.
correct. Complete valve adjustment range is 3 turns.
d. If gauge does not indicate 20 684 kPa (3000
psi) while in third stage and at high idle (or a 2. Start the engine and operate at high idle. Raise
lesser rpm during step 1b, 1.) perform Coun- the body while observing the pressure gauge.
terbalance Valve Adjustment procedure.
3. Slowly adjust counterbalance valve to obtain 20
684 kPa (3000 psi) as the hoist cylinder 3rd
stage extends while in POWER UP. When
adjustment is complete, secure locknut on
adjustment stem.
4. Repeat Counterbalance Valve Pressure Check,
Step 1 to verify proper adjustment.
5. Replace fitting in PILOT VENT port (8).
Remove pressure gauge.
6. Turn needle valve adjustment stem (9) out 3
turns and secure locknut.

(Hoist Pump)
Visible damage in the

following areas:
Change hydraulic oil.
• Sandblasted band
around pressure plate
bores Hydraulic filters may need changing.
• Angle groove on
face of pressure plate Verify correct filter elements are being used.
Abrasive wear caused by fine parti-
• Lube groove
cles in oil supply — Dirt (fine contami- Check hoist and steering cylinders for dents,
enlarged and edges
nants, not visible to the eye). scoring, or seal damage.
rounded
• Dull area on shaft at
root of tooth Entire hydraulic system may require com-
plete cleaning (See Flushing Procedure in
• Dull finish on shaft the following pages).
in bearing area
• Sandblasted gear
bore in housing
Visible damage in the Entire hydraulic system may require com-
following areas: plete cleaning (See Flushing Procedure in
• Scored pressure Abrasive wear caused by metal parti- the following pages).
plates cles — Metal (coarse contaminants,
visible to the eye).
• Scored shafts Check other hydraulic system components
• Scored gear bore for possible source of contaminants.
External damage to
Incorrect installation. Remove and repair as required.
pump
Check pump driveshaft.
Damage on rear of
Check cross and bearings for smooth oper-
drive gear and rear Defective pump driveshaft.
ation.
pressure plate only
Check for adequate joint lubrication.
Check hydraulic tank oil level.
Aeration - cavitation Verify correct oil viscosity.
Eroded pump hous-
ing or pressure plate • Restricted oil flow to pump Check for restriction or air leak at pump inlet
• Aerated oil line.
Check for loose fittings, clamps etc.
Excessive wear on Check hydraulic oil level.
pressure plate and/or Lack of oil. Check pump inlet hoses for obstructions or
end of gear leaks.

(Hoist Pump)
• Housing scored
heavily Thoroughly clean and flush hydraulic sys-
Damage caused by metal object -
• Inlet peened and tem.
battered Object not removed during a previous
Check other system components for possi-
failure repair.
• Foreign object ble source of metallic object.
caught in gear teeth
• Pressure plate black
• O-rings and seals Check hoist system relief valve settings.
brittle Excessive heat. Verify correct hydraulic oil level.
• Gear and journals Verify correct oil viscosity.
black
• Broken shaft
Check relief valve pressure.
• Broken housing or Excessive pressure.
Verify relief valve is functioning properly.
flange

HYDRAULIC SYSTEM FLUSHING PROCEDURE
The following instructions outline the procedure for 10. To be able to fully extend the hoist cylinders in
flushing the hydraulic system: the following procedure, disconnect hoist limit
solenoid in brake cabinet behind cab.
1. Shut down engine and turn key switch OFF.
Allow at least 90 seconds for the accumulator to 11. Restart engine and run at 1000 RPM while per-
bleed down. forming the following:
2. Thoroughly clean the exterior of the tank. Be a. Steer truck full left then full right - repeat four
prepared to contain approximately 901 l (238 times.
gal.) of hydraulic oil. Drain the hydraulic tank
b. Steer full left (keeping pressure against the
and flush the interior of hydraulic tank with a
steering wheel) and hold for 10 seconds.
cleaning solvent. Inspect all hydraulic hoses for
deterioration or damage. c. Steer full right (keeping pressure against the
3. Remove, clean and replace the hydraulic tank steering wheel) and hold for 10 seconds.
strainers. Change both hydraulic filter elements, 12. Increase engine speed to full throttle and steer
and also high pressure steering filter element. full left and full right.
NOTE: The final filter in the filling apparatus must be NOTE: Hydraulic tank oil temperature should be 43°-
3 micron. 54°C (110°-130°F) after accomplishing Step 12. If
4. Fill the hydraulic tank with clean, Type C-4 not, repeat Step 11 to increase oil temperature to the
hydraulic oil. proper operating range.
5. Bleed trapped air inside steering pump. Refer to 13. Return all controls to “Neutral”.
“Pump Pressure Setting”, this Section for air
bleeding procedure.
6. Set all controls in the “Neutral” position. Do not
steer the truck or operate controls until the next Be certain that their is enough clearance from
step is completed. power lines, ceiling or any other structures that
will allow raising the body to the full up position
7. Start the engine and run at 1000 RPM for five without hitting anything.
minutes. This will circulate oil with all valves in
the neutral position. 14. Reduce engine speed to 1000 RPM and per-
form the following:
8. To increase flow and turbulence in the system,
increase engine speed to full throttle and main- a. Extend hoist cylinders fully and FLOAT down
tain for four minutes. This will circulate oil with - repeat four times.
all valves in the neutral position. b. Extend hoist cylinders and hold at full exten-
9. Shut down engine and turn key switch OFF. sion for 10 seconds. Hoist control lever must
Allow at least 90 seconds for the accumulator to be held in the power up position.
bleed down. This will return all contaminants to
c. Lower hoist cylinders and hold lever in power
the hydraulic tank.
down position for 10 seconds after cylinders
are fully retracted.

15. Increase engine speed to full throttle and per- OIL CLEANLINESS CHECK
form the following:
To check the hydraulic system for contaminants or
a. Hoist up to full extension, hold for 10 sec- debris, a high quality particle counter is required.
onds, then allow cylinders to float down.
16. Return hoist control to Neutral.
1. Shut down engine, turn key switch OFF and
17. Shut down engine and turn key switch OFF. allow accumulator to completely bleed down
Allow at least 90 seconds for the accumulator to before opening circuits to take measurements,
bleed down. to make repairs, or to install or remove gauges.
18. Reconnect hoist limit solenoid in brake cabinet. 2. If the hydraulic system had been contaminated,
clean the affected components and the hydrau-
19. Close both hoist pump suction line shut-off
lic tank.
valves. Close steering pump suction line shut-
off valve. 3. Perform the hydraulic system flushing proce-
dure.
20. Remove hoist & steering filter elements. Clean
housings and install new elements. 4. Perform the hydraulic system checkout proce-
dure to insure all components are operating cor-
21. Open all (three) suction line shut-off valves. rectly.
Bleed all air from pump suction lines and steer-
5. Connect the particle counter to the test fitting on
ing pump before starting engine. Refer to Pump
either hoist filter.
Pressure Setting, Section L for air bleeding pro-
cedure. NOTE: Do not connect the device to the steering
filter test fitting. The oil does not circulate through the
steering system as quickly as the hoist system.
6. Operate the truck for at least 10 minutes at high
idle. Do not operate the steering, hoist, brakes
or any other hydraulic function during this entire
procedure.
7. Take particle count readings for at least 20 min-
utes without changing the engine speed.
8. When the particle count level is at or below ISO
18/15 and showing a trend of improving cleanli-
ness, or maintaining ISO 18/15 or better, then
the hydraulic system is clean and the truck can
return to service.
9. After hydraulic oil meets cleanliness level, shut
down engine, turn key switch OFF and allow
accumulator to completely bleed down.

NOTES:

SECTION M
OPTIONS AND SPECIAL TOOLS
INDEX
ANSUL FIRE CONTROL SYSTEM (M02005). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-1
ENGINE COOLANT HEATER (M07011) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-1
SPECIAL TOOL GROUP (M08021) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1
RADIATOR SHUTTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-1
PAYLOAD METER III (M20008) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-1
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-1
M01055 Index M1-1

NOTES:
M1-2 Index M01055

SECTION M2
FIRE CONTROL SYSTEMS
INDEX
FIRE CONTROL SYSTEM (MANUAL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Inspection and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-3
Recharging Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-4
CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1 . . . . . . . . . . . . . . . . M2-5
Control Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-5
Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Linear Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Power Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Test Kit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-6
Securing the Detection Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Preliminary Test Before Final Hook-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-7
Installation Procedure for Squib . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-9
Placing the Electric Detection & Actuation System Into Service . . . . . . . . . . . . . . . . . . . . . . . M2-9
INSPECTION AND MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
Normal Maintenance Based On Actual Operating Hours . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-10
IN CASE OF FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-11
TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2-13
M02005 Fire Control Systems M2-1

NOTES
M2-2 Fire Control Systems M02005

FIRE CONTROL SYSTEM (MANUAL)
The fire control system aids in protecting the Operation
machine in the event of a fire. The system consists
To actuate the fire control system, pull the safety ring
of:
on either of the actuators and depress the lever. One
• Actuators actuator is located in the cab near the operator.
Another actuator is located on the left fender struc-
• Pneumatic Actuator/Cartridge Receivers
ture near the bumper.
• Pressure Relief Valve
NOTE: Operating either actuator will activate fire
• Check Valves control system.
• Dry Chemical Tanks
• Hoses And Nozzles.
Inspection and Maintenance
When either actuator is depressed, a nitrogen car-
tridge will pressurize the dry chemical tank. Once the It is imperative that the fire control system is
dry chemical tank has pressurized to a sufficient inspected at least every six months. To ensure that it
pressure, a bursting disc in the tank outlet will break, will operate effectively:
allowing the fluidized chemical to flow to the nozzles. 1. Check the system for general appearance,
The nozzles will direct the agent at the fire and extin- mechanical damage and corrosion.
guish the flames.
2. Inspect each chemical tank fill cap gasket for
damage and replace if necessary. Examine cap
for nicks, burrs, cross threading or rough edges.
3. Check the level of dry chemical. The level
should not be less than three inches (76 mm)
from bottom of fill opening. Dry chemical must
be free flowing, with no caking.
4. Insure that the vent in the fill opening threads is
not obstructed.
5. Remove the cartridge from the extinguisher and
examine the disc-seal. Replace seal if neces-
sary. Install cartridge hand tight.
FIGURE 2-2. NOZZLE AND BLOW-OFF CAP

FIGURE 2-1. FIRE CONTROL SYSTEM
1. Cab Actuator 5. Actuator Receiver
2. Remote Actuator 6. Cartridge
3. Safety Relief Valve 7. Bursting Disc Union
4. Check Valves 8. Dry Chemical Tank

3. Remove each extinguisher from its bracket.
4. Disassemble bursting disc union and replace
the ruptured bursting disc with flat side toward
extinguisher.
5. Fill tank with dry chemical to not more than
three inches (76 mm) from the bottom of the fill
opening.
6. Inspect fill opening threads and gasket. If nec-
essary clean threads.
7. Install the fill cap and tighten the cap hand tight.
8. Remove the cartridge guard from the dry chem-
ical tank and remove the cartridge.
FIGURE 2-3. NOZZLES AND BLOW-OFF CAP 9. Insure that the cartridge puncture pin is fully
retracted.
6. Inspect lines, fittings and nozzles for mechani- 10. Weigh the new cartridge. The weight must be
cal damage and cuts. within 0.25 ounce (7.0 grams) of the weight
stamped on the cartridge.
7. Check nozzle openings. The openings should
be packed with silicone grease or equipped with 11. Screw the new cartridge onto the actuator
plastic blow-off caps if equipped with nozzles as assembly, hand tight.
shown in Figure 2-2. Nozzles of the type shown 12. Replace the cartridge guard and install the dry
in Figure 2-3 are not to be packed with grease. chemical tank into its bracket.
Only the protective caps shown are to be used
on this type of nozzle. 13. Connect line at the bursting union, and line at
the tank actuator.
8. Remove and inspect the cartridge of the remote
actuators. Replace if ruptured. Check operation 14. Remove the cartridge guard from the remote
of puncture pin. actuators and replace the cartridges.
9. Replace any broken or missing lead and wire 15. Replace the cartridge guards, and install ring
seals. pins on the push buttons.
16. Inspect hose, fittings and nozzles for mechani-
cal damage. Replace all hose that has been
exposed to fire areas.
Recharging Procedures 17. Clean the nozzles and repack the openings with
After actuating the fire control system, the system silicone grease or install blow-off caps. Use
should be recharged. Follow the procedure below for caps for the new designed nozzles shown in
each dry chemical tank and actuator installed: Figures 2-2 and 2-3
1. Relieve the pressure from the lines by pulling

the ring on the safety relief valve.
2. Disconnect line from tank actuator and remove
line from the bursting disc union.

CHECKFIRE ELECTRIC DETECTION AND ACTUATION SYSTEM - SERIES 1
The Checkfire Electric Detection and Actuation Sys-
tem - Series 1 (Figure 2-5) uses linear detection
wire. This is a two conductor heat rated thermo
cable. When the detection cable is subjected to
221°F (105°C) the insulating coating of the cable
melts allowing the conductors to short together clos-
ing the electric circuit to the squib which detonates
to depress the puncture pin and actuate the expel-
lant cartridge.
Components of the checkfire electric detection and

actuation system are shown in Figure 2-5.
Control Module
(Figure 2-4)
Provides the electrical connections necessary
between the power lead and the linear detection
wire to the power lead supplying electrical power,
via the squib, to the actuator. Also provides a visual
check of power availability - pressing the switch but-
ton will illuminate the green indicator light if electri-
cal power is available in the system. FIGURE 2-4. CONTROL MODULE
FIGURE 2-5. CHECKFIRE ELECTRIC DETECTION/ACTUATION SYSTEM

1. Control Module 3. Linear Detection Wire 5. Test Kit (Not Shown)
2. Manual/Automatic Actuator 4. Power Wire

Actuator
(Figure 2-6)
Provides automatic and manual means of fire sup-
pression system actuation. By pulling the ring pin
under the knob and then depressing the red knob,
the puncture pin will rupture the diaphragm in the
actuator and apply the system. Automatically, the
squib is fixed to rupture the cartridge disc when the
linear detection wire is exposed to temperatures in
excess of its rated range.
FIGURE 2-8. POWER WIRE
FIGURE 2-9. TEST KIT

1. Indicator Light Assembly
FIGURE 2-6. MANUAL/AUTOMATIC ACTUATOR
2. End-of-Line Detection Wire Jumper Assembly
Linear Detection Wire Test Kit

(Figure 2-7) (Figure 2-9)
Consists of a two conductor heat rated thermo cable. Provides for checking of electrical continuity and con-
The temperature rating of the cable is 105°C (221°F) sists of an indicator light assembly and an End-of-
using black wire or 180°C (356°F) using red wire. Line linear detection wire jumper assembly.
When the cable is subjected to temperatures in
excess of this rating the insulating coating melts
allowing the conductors to short together, closing the
actuating circuit to fire the squib.
FIGURE 2-10. SQUIB
FIGURE 2-7. LINEAR DETECTION WIRE Squib

(Figure 2-10)
Power Wire
(Figure 2-8) Is an electrically detonated component containing a
small exact charge of powder. When the actuation
Consists of a battery connector and conductor lead
circuit is closed by the linear detection wire melting,
wires to connect the actuation system to the truck
an internal wiring bridge in the squib heats up caus-
electrical system (battery circuit). The battery con-
ing the power charge to detonate, forcing the punc-
nector is equipped with a 5 ampere in line fuse
ture pin to rupture the cartridge disc to release the
(replaceable).
nitrogen gas charge.

Securing the Detection Wire be on. This indicates the power wire is
installed correctly to the control module. If
After the linear detection wire has been loosely
light does not appear, check all connections
installed, secure it to the equipment being protected
to insure they are snapped together. Retest
as follows:
by depressing button. If light is not on, refer
1. Begin at the control module with the first sec- to Troubleshooting The Electric Detection
tion of detection wire. If this section is sufficient System covered in this section.
to cover the total hazard area, no additional
b. If battery power is correct, proceed to check-
lengths are required. If additional lengths are
ing total system power.
required, remove blank plugged connector from
the end of first length and add lengths until the
total hazard area(s) is covered.
NOTE: Remember to leave closed blank plug
connection on the last length of detection wire.
When making connection, push plug into receptacle
until a "click" is heard (Figure 2-11). Plugs and recep-
tacles are keyed to allow insertion only in one direc-
tion. After "click" is noted, apply a small amount of
back pull to confirm connection has been made.
FIGURE 2-12. POWER CHECK
FIGURE 2-11. LINEAR DETECTION WIRE Do Not install squib to power lead at this time
CONNECTOR (Figure 2-13).
2. Secure the wire every 12-18 in. (30-45 cm)

throughout the hazard area(s) using the black
nylon cable ties provided. Secure more often if
desired, or to keep the wire out of the way.
Secure the wire to mounting surfaces, decks,
struts, hydraulic hoses in the area, or any
secure, non-moving part of the protected equip-
ment. Always keep the previously mentioned
guidelines in mind when installing the wire.
Preliminary Test Before Final Hook-Up

All necessary linear detection and power wire instal-
lation is now completed. Before arming the actuator
with the squib, it is necessary to check to insure all
connections are made properly.
FIGURE 2-13. DO NOT CONNECT SQUIB
1. The Power Wire
a. Depress the button on top of the control
module and note green indicator light (Figure
2-12). With button, depressed, light should

c. Proceed to the end of the last length of
detection wire and remove the jumper
assembly (Figure 2-15). Finally, put original
plugged blank connector onto detection wire.
The test module light should immediately go
out. If light does not go out refer to "Trouble-
shooting".
d. Remove the test kit from the system by, first,
disconnecting the squib connector from the
test module (Figure 2-17). NOTE: Retain
these components for possible later use.
! CAUTION !
Remove jumper to prevent fire suppression sys-
FIGURE 2-14. INSTALL JUMPER tem from discharging when squib is installed in
electric detection and actuation system.
2. The Linear Detection Wire
a. Using the furnished text kit, proceed to the
end of the last length of detection wire.
Remove the plugged blank connector (Fig-
ure 2-14) and install the jumper assembly.
NOTE: Retain plugged connector to be reinstalled
after testing is completed.
b. With jumper in place, screw squib connector
into receptacle on test module (Figure 2-15).
Test module light should immediately illumi-
nate. This test confirms that the wire is prop-
erly installed and will function as designed. If
test module light does not illuminate on test
module, refer to the "Troubleshooting" sec- FIGURE 2-16. REMOVE JUMPER ASSEMBLY
tion.
FIGURE 2-15. INSTALL TEST MODULE

ASSEMBLY FIGURE 2-17. REMOVE INDICATOR LIGHT
ASSEMBLY

Installation Procedure for Squib Using wrench, insert squib into upper right inlet hole
on actuator body and firmly tighten (Figure 2-18).
After all testing has been completed and all test kit
components removed, proceed to arm the system. After installing squib into actuator body, loosen pro-
tective shipping cap from squib and remove bridge
(Figure 2-19).
Always install squib into actuator body first,

before installing connector onto threaded body
of squib. Possible injury could result if squib was
actuated outside of actuator body.
Install squib connector onto threaded stud of squib
(Figure 2-20). Hand tighten as firmly as possible.
Placing the Electric Detection & Actuation

System Into Service
FIGURE 2-18.
To place the electric detection and actuation system
into service, proceed as follows:
1. Check all fasteners for tightness. Insure jam nut
on actuator body is securely tightened.
2. Before installing actuator cartridge, push man-
ual puncture lever several times to insure
smooth operation.
3. Insert ring pin in hole and attach lead wire seal
(See Figure 2-21).
FIGURE 2-19.
FIGURE 2-21. INSTALL ACTUATOR CARTRIDGE
4. Insert LT-5-R cartridge (PB0674) into lower

actuator body and hand tighten firmly.
5. Record date that system was placed in service.
FIGURE 2-20.

INSPECTION AND MAINTENANCE 4. Weigh the actuation cartridge on the electric
SCHEDULES detection and actuation system. Replace car-
tridge if the weight is 1/4 oz. (7 g) less than that
stamped on cartridge. Check the cartridge
threads for nicks, burrs, cross threading and
rough on feathered edges. Examine gasket in
Proper inspection and maintenance procedures bottom of electric detection and actuation sys-
must be performed at the specified intervals to tem for elasticity. If the temperature is below
be sure that the electric detection and actuation freezing, warm the gasket with body heat to
system will operate as intended. insure a good seal. Clean and coat lightly with a
high heat resistant silicone grease.
Daily
The machine operator should manually test system
power by pushing the button and noting illumination
of indicator light. This confirms battery power is avail-
able. If light is not illuminated, refer to "Troubleshoot-
ing" covered in this section.
Normal Maintenance Based On Actual Operating

Hours
Total system should be checked monthly or sooner,
depending on working conditions or truck mainte-
nance to perform total system check.
NOTE: The squib should be replaced after being in
service for five years. The proper disposal of the old
squib should be done by actuating the squib within
the actuator body. To do this, remove actuator LT-5-R
cartridge (PB0674) from body. Install test jumper FIGURE 2-22. REMOVE CARTRIDGE AND
assembly to end of linear detection wire assembly. DISCONNECT SQUIB
This jumper will service as a wiring short and cause
the squib to discharge.
Remove jumper, clean actuator, install new squib
and reinstall cartridge.
System is now back in service. Do Not reinstall cartridge at this time.
Record date of installation of new squib. 5. Test system power by depressing button on
control module. Note illumination of light while
button is depressed.
1. Check all mounting bolts for tightness.
6. Remove squib connector before proceeding
2. Check all wiring connectors for tightness and with next series of checks (Figure 2-22).
possible evidence of corrosion.
7. Using the furnished test kit assembly, proceed
3. Inspect detection and power wire as follows: to the end of the last length of detection wire.
a. Check for wear due to abrasion (at wall pen- Remove the plugged blank connector and
etrations, around corners, etc.). install the jumper assembly (retain plugged
blank connector to be reinstalled after testing is
b. Check for damage from direct impact or
completed).
other abuse.
8. With jumper in place, screw the squib connector
c. Check mounting locations for tightness. into receptacle on test module (Figure 2-23).
d. Insure mounting hardware has not come Light on the test module should immediately
loose or been broken, either of which would illuminate. This test confirms that the detection
allow the wire to sag. wire is properly installed and will function as
intended.

10. Remove the test kit from the system by discon-
necting the squib connector from the test mod-
ule (Figure 2-24).
Failure to remove jumper assembly will cause

system discharge when squib is installed into
electric detection and actuation system.
11. Remove squib from actuator body and check
that it has not been fired. Reinstall squib and
wrench tighten firmly.
12. Reinstall squib connector to squib and firmly
tighten by hand.
13. Pull ring pin on electric detection and actuation
system actuator and push pin several times to
insure smooth movement. Reinstall ring pin and
attach lead wire seal.
FIGURE 2-23. ATTACH INDICATOR LIGHT 14. Install actuation cartridge back into lower actua-
ASSEMBLY (Test Module) tor body and tighten firmly by hand.
If test module light does not illuminate, refer to Trou-

bleshooting The Electric Detection System, covered
in this section. IN CASE OF FIRE
9. Proceed to the end of the last length of detec- Procedure to follow during and after a fire. In the
tion wire and remove the jumper assembly. Put event of a fire, the following steps should be taken:
original plugged blank connector back on detec- 1. Turn the machine off.
tion wire. Test module light should immediately
go out. If light does not go out, refer to Trouble- 2. Manually activate fire suppression system, if
shooting The Electric Detection System,cov- possible.
ered in this section. 3. Move away from the machine taking a hand
portable extinguisher along if you can.
4. Stand-by with a portable fire extinguisher to put
out any possible re-ignition of the fire after the
fire suppression system is expended.
Explanation of the above steps.

1. If you leave the machine running, it may add
fuel to the fire or restart the fire with sparks.
2. May help put fire down more quickly.
3. By leaving the immediate fire area, you protect
yourself from windblown flames, explosions or
other dangers created by the fire.
4. Having a hand portable fire extinguisher is
advised because remaining heat may cause
part of the fire to re-ignite after the fire suppres-
sion system has discharged. Depending on the
heat that remains, this may occur a number of
times, so remain alert until the equipment cools
and you are assured that re-ignition is not likely.
FIGURE 2-24. REMOVE TEST MODULE

What to Expect
When a fire suppression system discharges, there is
some noise, accompanied by clouds of dry chemical.
While breathing foreign particles is not pleasant, the
agent is non-toxic.
What to Do After the Fire is Out

The machinery should not be restarted until it has
been serviced and cleaned (water spray or steam
may be used to remove the dry chemical). If the elec-
tric detection and actuation system cannot be
recharged immediately, at least recharge the remain-
der of the fire suppression system so that manually
actuated protection is available.
Recharging the Electric Detection and Actuation

System
The recharge of the electric detection and actuation
system is similar to the original procedure for install-
ing and placing the automatic detection system into
service. Follow these procedures as outlined previ-
ously in this manual, omitting the section which deals
with mounting the bracket and power wire.
Replace the entire length(s) of detection wire
involved in the fire area.
Before the system is put back into service, it is impor-
tant that the inside chamber of the actuator be
cleaned thoroughly. Failure to do so may cause
excessive carbon build-up on the internal O-ring and
piston chamber. This buildup will also stop the
puncture pin from returning to its up-most position.
To clean actuator (See Figure 2-25):
1. Remove squib.
2. Remove actuator from bracket and loosen
upper portion of body.
FIGURE 2-25. ACTUATOR ASSEMBLY
3. Apply pressure to the bottom of the puncture
pin. This will force out the puncture pin and
spring.
4. Thoroughly clean carbon deposits from base of
stem, puncture pin, spring and inside surface of
body.
5. After all components are clean and dry, liberally
lubricate O-rings with silicone grease.
6. Reassemble actuator and push button manually
several times to insure free movement of punc-
ture pin.
NOTE: When puncture pin is fully reset, cutting point
of pin will be located approximately 0.06 in. (1.6 mm)
below thread on lower actuator body (Figure 2-25).

TROUBLESHOOTING THE ELECTRIC DETECTION SYSTEM
TROUBLE: Green Indicator Light on Control Module Does Not Go On When Button is Depressed.

Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Battery connection loose Clean and tighten
Connector between power wiring unsnapped or wire Reconnect/install new length
broken
Dead battery Charge battery or install new one
Bulb burned out Loosen green lens, install new bulb
TROUBLE: Test Module Light Will Not Illuminate.

Jumper assembly not in place on end of detection Install jumper assembly
zone wiring
Connector apart on either power or detection zone Reconnect
wiring
Bulb burned out Loosen green lens, install new bulb
Blown fuse in battery connector assembly Look for possible short in external power wiring and
change fuse
Wire broken Install new length
Dead battery Charge battery or install new one
Battery connection loose Clean and tighten
TROUBLE: Test Module Light Will Not Go Out

Jumper assembly left in place on end of detection wire Remove jumper. Reinstall plugged blank connector
Damaged section at detection wire Replace damaged length(s) of detection wire.
TROUBLE: Detonated Squib

Check for previous fire condition Replace length(s) of detection zone wire. Replace
squib and recharge
Detection wire too close to heat source Check for broken points of security, move away from
heat source, and recharge
Test jumper assembly left in place after testing Remove jumper, reinstall plugged end of line connector
and recharge

NOTES

SECTION M
ENGINE COOLANT HEATER
INDEX
ENGINE COOLANT HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
HEATING ELEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3

Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M7-4
M07012 Engine Coolant Heater M7-1

NOTES:
M7-2 Engine Coolant Heater M07012

ENGINE COOLANT HEATER
GENERAL HEATING ELEMENT
To aid in cold weather starting, the truck can be Removal
equipped with cooling system heaters. Two high
capacity coolant heating units are mounted under the 1. Disconnect the external power source at the
engine on the power module subframe. The system plug-in receptacle.
includes: 2. Close the shut-off valves located at the inlet and
outlet ports.
• Heaters
3. Remove heating element.
• Thermostats
a. Remove the two Phillips head screws from
• Coolant Shutoff Valves and Hoses cover at power cable entry. Slide cover out of
• 220 volt Receptacle the way.
• Power Cables, Thermostat Wiring, and Junction b. Disconnect the two electrical leads and
Box remove heating element from the cartridge.
Heater operation is controlled by a thermostat
mounted on the intake end of the heating units. The
thermostat turns the heater ON at 48°C (120°F) and
OFF at 60°C (140°F). Shutoff valves allow heater
element or thermostat sensor replacement without
loss of engine coolant.
Do not operate engine while the cooling system

heater is plugged in. The flow check valve elimi-
nates coolant flow through the heater while the
engine is running. This will cause a lack of circu-
lation in the heater and burn out the heating ele-
ments.
Maintenance
To check for operation of the heating units, the outlet
water hoses should feel warm to the touch.
1. Check all electrical connections to insure proper
connections are made.
2. Check for a burned out heating element. (Do
not remove heating unit from the truck.) FIGURE 7-1. COOLANT HEATER
a. Remove the two Phillips head screws and 1. Thermostat 4. Heating Element
slide end cover out of the way. 2. Heater Assembly 5. Cover
b. Connect a voltmeter at the two electrical ter- 3. Water Outlet Port 6. Terminals
minals and check for operating voltage (220
to 230 volts) while coolant temperature is
below 48°C (120°F). If correct voltage is
present, the heating element is defective and
should be replaced.
3. If correct voltage (measured above) is not read
at heating element terminals, the thermostat is
defective and should be replaced.
M07012 Engine Coolant Heater M7-3

Installation
1. Install new heating element.
a. Cover the new heating element threads with
an anti-seize thread compound.
b. Screw heating element into cartridge and
tighten securely to insure against leaks.
2. Connect the electrical leads.
3. Slide element cover into position and secure
with screws.
4. Open shut-off valves.
5. Plug in the external power source. After allow-
ing time for the element to warm up, outlet
hoses should feel warm to the touch.
6. Check for leaks and proper coolant level.
THERMOSTAT
Removal
1. Disconnect the external power source at the
plug in receptacle.
NOTE: It is not necessary to remove the thermostat
assembly from the heater.
2. Remove the two screws and slide cover out of
the way.
3. Disconnect the two electrical leads.
4. Loosen the two setscrews and remove the tem- FIGURE 7-2. THERMOSTAT ASSEMBLY
perature sensing unit. 1. Cover 3. Housing
2. Temperature 4. Setscrew
Sensing Unit
Installation
1. Install a new temperature sensing unit and
secure in place with two setscrews.
2. Connect the electrical leads.
3. Move cover into position and secure in place
with screws.
4. Plug in the external power source.
After allowing time for the element to warm up, outlet
hoses should feel warm to the touch.
M7-4 Engine Coolant Heater M07012

SPECIAL TOOLS
NITROGEN CHARGING VALVE
Part Number Description Use
EB1759 Nitrogen Suspension &
Charging Kit Accumulator
Nitrogen Charg-
ing
1. “T” Handle Valve
2. Charging Valve Adapter
3. Manifold Outlet Valves (from gauge)
4. Inlet Valve (from regulator)
5. Regulator Valve (Nitrogen Pressure)
6. Manifold
7. Charging Pressure Gauge (Suspensions)
8. Dry Nitrogen Gas
NOTE: Arrangement of parts may vary from illustration
shown, depending on Charging Kit P/N.
ROLL-OUT ASSEMBLY
EJ2627 Roller Assy. Power Module
Remove & Install
EYE BOLT
TG1106 Eye Bolt, 0.75-10
UNC Misc. lifting
WA4826 Eye Bolt, 1.25-7 requirements
UNC
M08021 Special Tools M8-1

OFFSET WRENCH
TZ3535 Offset Box End Miscellaneous &
Wrench, Cab Mounting
1.5 in.
TORQUE ADAPTER
TZ2734 3/4 in. Torque Miscellaneous
Adapter
HANDLE
TZ2733 Tubular Handle Use with
PB8326 &
TZ2734
SEAL INSTALLER
TY2150 Seal Installation Installation of
Tool Front Wheel
Bearing Face
Seals
M8-2 Special Tools M08021

SLEEVE ALIGNMENT TOOLS
TZ0992 Sleeve Rear Suspension
Alignment and Anti-sway Bar
Tool
TY4576 Sleeve Steering Linkage
Alignment and Tie Rod
Tool Assembly, Refer to
Section “G”
QUICK DISCONNECT COUPLING

PB6039 Hydraulic Miscellaneous
Coupling
HARNESS
EF9160 Harness Payload Meter
Download. Refer
to Section M.
TUBE
TZ5146 Tube Miscellaneous

BELT TENSION TESTER
PC2061 Belt Tension A/C Belt
Tester Tension Check
BELT ALIGNMENT TOOL

EL8868 V-Belt A/C Belt
Alignment Tool Alignment
SOCKETS AND ADAPTERS

Part Description Use
Number
TZ2726 Socket 1-1/8” Miscellaneous
TV7567 Socket 1-5/16” Miscellaneous
PB6825 Impact Socket 1-5/8” Miscellaneous
TR0532 Square Drive Miscellaneous
Extension 8”
TR0533 Square Drive Miscellaneous
Extension 17”
TV1186 Extension 3-1/2” Miscellaneous
TR0546 Sliding T-Handle Miscellaneous
TZ2730 Adapter 1” x 1-1/2” Miscellaneous
TZ2731 Adapter 3/4” x 1” Miscellaneous
EF6721 Crowsfoot 7/8” Miscellaneous
SG5488 Capscrew Miscellaneous
1 1/8” - 7NC X 5 1/2”
VN9787 Flatwasher 1 1/8” Miscellaneous
PAYLOAD DATA MANAGER

AK4720 Software Analyze Payload
Meter Data

MISCELLANEOUS SERVICE TOOLS
The following table lists more special tools that will be The tools in the following table can be ordered from
necessary for various service procedures: Kent-Moore:
Part Description Use Part Number Description Use
Number
J-24092 Puller Legs A/C Service
EJ2847 Pin Removal Tool Rear Suspension
J-25030 Clutch Hub A/C Service
Pin Removal
Holding Tool
EJ2848 Cylinder Rear Suspension
J-33884-4 Indicator Switch A/C Service
Pin Removal
Tester
EJ2849 Hand Pump Rear Suspension
J-8092 Universal A/C Service
Pin Removal
Handle
EJ2850 Shackle Rear Suspension
J-8433 Pulley Puller A/C Service
Pin Removal
J-9395 Puller Pivot A/C Service
VN2707 Capscrew - Rear Suspension
0.625-11UNC x 2.75 Pin Removal J-9399 Thin Wall Socket A/C Service
SS1143 Hoist Cylinder Quill Hoist Cylinder J-9401 Clutch Plate & A/C Service
Installation Tool Quill Installation Hub Assembly
Removal Tool
SS1158 Hoist Cylinder Quill Hoist Cylinder
Plug Tool Quill Plug J-9403 Spanner Wrench A/C Service
Removal and J-9480-01 Drive Plate A/C Service
Installation Installer
VJ6567 Radiator Tube Radiator Tube J-9480-02 Spacer A/C Service
Installation Tool Installation
J-9481 Puller and A/C Service
XA2307 Breaker Tool Radiator Tube Bearing Installer
Removal
BF4810 Bearing Tool 24V Alternator
BF4818 Front Bearing 24V Alternator
Removal Tool
BF4820 Bobbin Removal 24V Alternator
Tool
BF4821 Bearing Insertion 24V Alternator
Tool
BF4822 Stator Service Tool 24V Alternator

PART NUMBER DESCRIPTION USE
Make locally using To separate front wheel spindle from

dimensions shown below Puller Tool suspension piston
KC7095 Pusher Cap Screws, 1.25 x 8 in. Use on 830E-AC
WA0366 Hardened Flatwashers, 1.25 in.
Refer to Section G, Drive Axle, Spindles, and Wheels, for information on using the spindle tool to properly
remove the spindles from the machine.

SECTION M
RADIATOR SHUTTERS
INDEX
RADIATOR SHUTTERS 3
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Hydraulic Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-3
Electrical Circuit:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
MAINTENANCE AND REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-4
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-5
Hydraulic Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-8
Electrical Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M19-10
M19003 Radiator Shutters M19-1

NOTES:
M19-2 Radiator Shutters M19003

RADIATOR SHUTTERS
The optional radiator shutters aid in maintaining proper OPERATION
engine coolant temperature, primarily in cold climate
operations. Hydraulic Circuit
Hydraulic oil pressure to operate the shutter assembly
actuator cylinder is supplied from the truck steering cir-
The shutter system contains the following components: cuit. A hose (2, Figure 19-1) attached to a “T” fitting at
•Shutter assembly with hydraulic control actuator the automatic lubrication system pump supply port
cylinder routes oil to the pressure reducing valve (3). This valve
reduces the steering circuit pressure, 24 132 kPa
•Hydraulic oil supply pressure reducing valves and (3500 psi) to 10 342 kPa (1500 psi). The pressure is
cylinder control solenoid further reduced to 517 kPa (75 psi) by the pressure
•Solenoid control relays reducing valve (4) which supplies the shutter solenoid
valve (5) to pressurize the head end of the shutter actu-
•Shutter enable/disable switch ator cylinder (11), closing the shutters during engine
warm-up. When the shutters are signalled to open, the
solenoid valve will be de-energized and the spool will
shift to direct oil to the rod end of the actuator cylinder.
Oil returns to tank through the hose (10) routed to the
hydraulic tank.
1. Radiator Shroud
2. Oil Supply
3. Pressure Reducing Valve
4. Pressure Reducing Valve
5. Shutter Solenoid Valve
6. To Cylinder Head End
7. To Cylinder Rod End
8. Electrical Harness (To RH
Frame Junction Box)
9. To Shutter Disable Switch
box
10. Oil Return to Tank
Hose
11. Shutter Actuator
Cylinder
FIGURE 19-1. SHUTTER ACTUATOR CYLINDER OIL SUPPLY VALVES

Electrical Circuit:
A switch is located in a box (2, Figure 19-2) attached to
the right upright structure beside the automatic lubrica-
tion system grease reservoir (4) that may be used to
disable the shutters during warm weather.
The shutters are normally activated by the engine
ECM. The engine controller monitors coolant tempera-
ture and provides a signal to close the shutters when
the temperature is too low.
The engine ECM will provide a +24VDC signal (circuit
65S) to energize relay K5 located on relay board #8.
See table 1 for specific temperatures where the ECM
will send a signal to close the shutters. This will close
the N.O. relay contacts fed by relay K3 which provides
+24VDC when the key switch is ON. Current through
K5 is fed through the shutter disable switch (closed for
shutter operation) and will energize the shutter sole-
noid valve to direct oil to the head end of the shutter
actuator cylinder to close the shutters.
If the cab air conditioner is switched on, relay K3 will
energize, opening the +24VDC circuit (712ST) supply-
ing the shutter control solenoid, preventing the shutters
from closing. FIGURE 19-2. SHUTTER ENABLE SWITCH BOX
Refer to the electrical schematic at the back of the 1. Right Upright Structure 4. Auto-Lube Grease
shop manual for additional wiring information. 2. Switch Box Reservoir
3. Harness Wire to Shut-
ter Solenoid Valve
MAINTENANCE AND REPAIR

The solenoid valve (5, Figure 19-1) and pressure
reducing valves (3 & 4) in the hydraulic circuit are fac-
tory set and not adjustable. If a valve is inoperative,
remove and replace the complete valve and body
assembly.
Relays K3 and K5 are plug-in devices that may easily
be replaced if defective. The relays are located on
Relay board #8, located in the electrical cabinet. Its
location may vary due the date the truck was manufac-
tured.
The shutter assembly should be inspected for physical
damage and to be certain it opens and closes com-
pletely without binding. If necessary, adjust actuator
cylinder linkage to ensure proper operation.

TROUBLESHOOTING
All hydraulic testing is to be performed with hydraulic
oil at normal operating temperature, and engine speed
at low idle.
Refer to Figure 19-3 for hydraulic troubleshooting test Ensure engine and key switch have been OFF for at
points shown with arrows. least 90 seconds to allow accumulator pressure to
bleed down.
Refer to Table 1 for shutter open and close specifica- Relieve pressure before disconnecting hydraulic
tions for Komatsu Engines. lines. Tighten all connections securely before
applying pressure.
Hydraulic fluid escaping under pressure can have
sufficient force to enter a person's body by pene-
trating the skin and cause serious injury and possi-
bly death if proper medical treatment by a
FIGURE 19-3. HYDRAULIC TROUBLESHOOTING

1. Oil Supply 4. Solenoid Valve 7. Pressure Gauge
2. Pressure Reducing Valve 5. Wiring Harness 8. To Cylinder Head End
3. Pressure Reducing Valve 6. Tee Fitting 9. To Cylinder Rod End
TABLE I. Komatsu SSDA16V160 Engines

Coolant Temperature Intake Manifold Temperature Fuel Temperature
Open 88 C (190 F) Open 60 C (140 F) Open 68 C (155 F)
Close 85 C (185 F) Close 54 C (130 F) Close 66 C (150 F)

TABLE II. Troubleshooting
1. Testing operation of shutters With engine at slow idle, connect a Shutters close - GO TO STEP 11
24 VDC power source to solenoid Shutters stay open - GO TO STEP
valve (5, Figure 19-1) 2
2. Check hydraulic pressure to Install tee fittings (6, Figure 19-3) in In Spec - GO TO STEP 3
cylinder rod end lines (8 & 9). Connect pressure Out of Spec - GO TO STEP 4
gauges with a 0-3500 kPa (0-500
psi) range to tee fittings. Discon-
nect wire harness (5) from solenoid
valve. There should be 517 kPa
(75 psi) pressure in hose (9), and
NO pressure in hose (8).
3. Check hydraulic pressure to Connect 24 VDC power source to In Spec - GO TO STEP 11
cylinder head end solenoid valve. There should be Out of Spec - GO TO STEP 4
517 kPa (75 psi) pressure in hose If nothing changed as compared to
(8), and NO pressure in hose (9). Step 2 - GO TO STEP 7
4. Check hydraulic pressure Install hose with tee fitting between In Spec - GO TO STEP 7
between pressure reducing pressure reducing valve (3) and Out of Spec - GO TO STEP 5
valve (3) and solenoid valve valve (4). Connect pressure gauge
(4) with a 0-3500 kPa (0-500 psi)
range to tee fitting. Pressure
should be 517 kPa (75 psi).
5. Check hydraulic pressure Install hose with tee fitting between In Spec - GO TO STEP 6
between pressure reducing pressure reducing valve (2) and Out of Spec - GO TO STEP 8
valve (2) and pressure pressure reducing valve (3). Con-
reducing valve (3) nect pressure gauge with a 0-
35000 kPa (0-5000 psi) range to
tee fitting. Pressure should be
10,342 kPa (1,500 psi).
6. Pressure reducing valve (3) Replace pressure reducing valve GO TO STEP 5
is defective (3).
7. Solenoid Valve (4) is defec- Replace solenoid valve (4).
tive
8. Check oil supply pressure to Install tee fitting between oil supply In Spec - GO TO STEP 9
pressure reducing valve (2) hose (1) and pressure reducing Out of Spec - GO TO STEP 10
valve (2). Connect pressure gauge
with a 0-35000 kPa (0-5000 psi)
range to tee fitting. Pressure
should be 20,684 - 24,131 kPa
(3000-3500 psi) the same as steer-
ing system standby pressure.
9. Pressure reducing valve (2) Replace pressure reducing valve GO TO STEP 8
is defective (2).
10. Hydraulic supply to shutters Perform troubleshooting proce- GO TO STEP 8
is incorrect dures in appropriate shop manual
to correct truck hydraulic system.

TABLE II. Troubleshooting
11. Check for proper voltage on With the key switch ON, use a In Spec - GO TO STEP 13
Relay Board 8 V.O.M. to check for 24 VDC in cir- Out of Spec - GO TO STEP 12
cuit 712R at relay K3.
12. Improper voltage on relay 12. Perform troubleshooting proce- After repair, GO TO STEP 11
board 8 dures in appropriate shop manual
to obtain proper voltage in circuit
712R with key switch ON.
13. Check relay K3 for proper 13. Be certain there is 0 voltage in In Spec - GO TO STEP 15
voltage circuit 65T. If there is, turn off Air Out of Spec - GO TO STEP 14
Conditioner switch or disconnect
wire 65T. Then check for 24VDC in
circuit 712ST on relay board 8.
14. K3 Relay is defective 14. Replace K3 relay. After repair, GO TO STEP 13
15. Check relay K5 for proper 15. Jumper 24VDC power source In Spec - GO TO STEP 17
voltage to circuit 65S. Then check for Out of Spec - GO TO STEP 16
24VDC in circuit 65T1 on relay
board 8.
16. K5 Relay is defective 16. Replace K5 relay. GO TO STEP 15
17. Check shutter disable switch 17. Check for 24VDC in circuit In Spec - GO TO STEP 19
65T1 inside shutter disable switch Out of Spec - GO TO STEP 18
box.
18. Check for open circuit in cir- 18. Locate and repair open con- GO TO STEP 17
cuit 65T1 nection in circuit 65T1.
19. Check shutter disable switch 19. Check for 24VDC in circuit In Spec - GO TO STEP 21
65T2. If no voltage is detected, Out of Spec - GO TO STEP 20
switch shutter disable switch.
20. Defective shutter disable 20. Replace shutter disable switch. GO TO STEP 19
switch
21. Check for 24VDC at solenoid 21. Check for 24VDC at solenoid In Spec - GO TO STEP 23
valve (4, Figure 19-4) valve in circuit 65T2. Out of Spec - GO TO STEP 22
22. Check for open circuit in cir- 22. Locate and repair open con- GO TO STEP 21
cuit 65T2 nection in circuit 65T2.
23. Check for ground at solenoid 23. Check for ground at solenoid
valve valve terminal. Repair as neces-
sary.

Hydraulic Troubleshooting
Cause Remedy
YES Go to
11 Electri- electrical
cal prob- trouble-
lem shooting
YES
With engine at YES-3Connect 24 11 Electri- Go to

slow idle, con- VDC power source cal prob- electrical
nect a 24 VDC to solenoid valve.
power source YES lem trouble-
There should be
to solenoid NO CHANGES FROM shooting
517 kPa (75 psi)
valve (5, pressure in hose PREVIOUS STEP
Figure 19-1). (8), and NO pres-
Shutters should Solenoid Replace
NO 2. Install tee fit- sure in hose (9).
close. tings (6, Figure 19- Valve (4) solenoid
4) in lines (8 & 9). is defec- valve (4)
Connect pressure tive
gauges with a 0-
3500 kPa (0-500
psi) range to tee fit- NO
NO tings. Disconnect
wire harness (5)
from solenoid
valve. There should YES
be 517 kPa (75 psi) NO-4 Install hose
pressure in hose with tee fitting
(9), and NO pres- between pressure
sure in hose (8). reducing valve (3)
7 Solenoid Replace
and valve (4).
Connect pressure YES Valve (4) solenoid
NO gauge with a 0- is defec- valve (4)
3500 kPa (0-500 tive
psi) range to tee fit- NO-5 Install hose with
ting. Pressure tee fitting between pres-
should be 517 kPa sure reducing valve (2) Pressure Replace
(75 psi). and pressure reducing reducing pressure
valve (3). Connect pres- valve (3) reducing
NO sure gauge with a 0- is defec- valve (3)
35,000 kPa (0-5000 psi)
range to tee fitting. Pres-
tive
sure should be 10,342
kPa (1,500 psi).
NO
Contin-
ued on
next page

Hydraulic Troubleshooting (Continued)
Cause Remedy
Pressure Replace
YES
reducing pressure
valve (2) reducing
is defec- valve (2)
Install tee fitting between
oil supply hose (1) and
tive
pressure reducing valve
(2). Connect pressure
gauge with a 0-35,000
kPa (0-5000 psi) range
to tee fitting. Pressure
should be 20,684 -
24,131 kPa (3000-3500
psi) the same as steering
system standby
pressure.
Perform
trouble-
Hydraulic shooting
NO
Supply to proce-
shutters is dures in
incorrect appropri-
ate shop
manual to
correct
truck
hydraulic
system

Electrical Troubleshooting
• Connect a 24VDC supply to terminal 65S on Relay Board 8, relay 5.

(This signals the shutters to close by bypassing the engine ECM signal.)
• Be certain the A/C system is turned OFF, or disconnect wire 65T at relay 3.
(If 24 VDC is present at terminal 65T, shutters will not close.)
Cause Remedy
YES Hydraulic Repair

problem hydraulic
system
Use a V.O.M.
to check for 24
VDC in circuit
65T2 at shut- YES Open cir- Repair
ter solenoid cuit open cir-
valve. between cuit
Check for 24 65T1 &
VDC in circuit YES 65T2
NO 65T1 at relay Replace
• Turn keyswitch ON 5. Relay 5 relay 5
• Turn disable switch defective
ON Check for 24
VDC in circuit YES Replace
NO 712ST at relay
5. Relay 3 relay 3
defective
Check for 24
VDC in circuit
NO 712R at relay
3.
Repair cir-
NO
Open circuit 712R.
cuit in
712R from
key switch

SECTION M20
PAYLOAD METER III ™
INDEX
OPERATION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
Data Gathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-5
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Suspension Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Inclinometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-6
Operator Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Speed Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Brake Lock Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Communications Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-7
Key Switch Input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Payload Meter Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Load Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-8
Wiring and Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
TCI Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-9
OPERATOR’S DISPLAY AND SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Reading the Load Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Operator ID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Using the Load and Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Ton Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-10
Total Load Counter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Clearing the Counters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Viewing Live Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
Other Display Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-11
PAYLOAD OPERATION & CALCULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
Description of Haul Cycle States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-12
M20008 02/05 Payload Meter III M20-1

Haul Cycle Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-12
Load Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Carry Back . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Measurement Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
SOURCES FOR PAYLOAD ERROR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Payload Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-13
Loading Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Pressure Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Swingloads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Speed and Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
HAUL CYCLE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-14
Haul Cycle Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-15
Haul Cycle Warning Flags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-16
M: Haul Cycle Too Long . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
N: Sensor Input Error . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Frame Torque Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Sprung Weight Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Maximum Speed Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-17
Fault Code Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-18
PC SOFTWARE OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
PC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
Installing the PLMIII Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-19
DOWNLOADING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-20
PLM III SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Starting Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Displayed Payload Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Time Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connection Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-21
Connecting to the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Configure the Payload Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Date and Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-22
Setting the Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Gauge Display Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Frame Serial Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Truck Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
Setting the Komatsu Distributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-23
M20-2 Payload Meter III 02/05 M20008

Setting the Komatsu Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-23
Clean Truck Tare . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
Inclinometer Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-24
DATA ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Creating a Query . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Unit Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Truck Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-25
Sorting on Date Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Sorting on Time Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-26
Payload Detail Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Creating Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-27
Summary - one page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Detailed - multi-page report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-28
Creating Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Exporting Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
CSV Export . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-29
Compressed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-30
Importing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Deleting Haul Cycle Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-31
Viewing Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
Deleting Alarm Records . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-32
TROUBLESHOOTING SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Viewing Active Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Real-Time Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Testing the Payload Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-33
Creating Log Files of Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Daily Inspections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Periodic Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-34
Abnormal Displays at Power-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-35
No Payload Display When Key Switch is Turned ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-36
No Display on Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Display on Operator Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-37
No Communications With PC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-38
Load Lights Don’t Light During Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-39
Load Lights Remain ON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Load Lights Remain ON During Dumping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40
Display Doesn't Clear When The Load Is Dumped . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-40

Calibration Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-41
Alarm 1 - Left Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 2 - Left Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Troubleshoot Wiring to Left Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-42
Alarm 3 - Right Front Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 4 - Right Front Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Troubleshoot Wiring to Right Front Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-43
Alarm 5 -Left Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 6 - Left Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Troubleshoot Wiring to Left Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-44
Alarm 7 - Right Rear Pressure High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 8 - Right Rear Pressure Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Troubleshoot Wiring to Right Rear Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-45
Alarm 9 - Inclinometer High . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 10 - Inclinometer Low . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Troubleshoot Inclinometer Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-46
Alarm 13 - Body Up Input Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-47
Alarm 16 - Memory Write Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 17 - Memory Read Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-48
Alarm 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 19 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Alarm 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-49
Operator Switch Doesn't Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M20-50
Alarm 26 - User Switch Fault - SELECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Alarm 27 - User Switch Fault - SET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-50
Connector Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-51
Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-52
PLMIII CHECK OUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
General Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Tools Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-53
PLMIII CHECKOUT PROCEDURE CONFIRMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Flashburn Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-57
Confirmation Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M20-59

OPERATION SECTION
INTRODUCTION Data Gathering
Windows 95/98/NT software is available to down-
Payload Meter III (PLMIII) measures, displays and
load, store and view payload and fault information.
records the weight of material being carried by an off-
The PC software will download an entire truck fleet
highway truck. The system generally consists of a
into one Paradox database file. Users can query the
payload meter, a gauge display, deck-mounted lights,
database by date, time, truck type and truck number
and sensors. The primary sensors are four suspen-
to produce reports, graphs and export the data. The
sion pressures and an inclinometer. Other inputs
software can export the data in '.CSV' format that can
include a body up signal, brake lock signal, and
be easily imported into most spreadsheet applica-
speed.
tions. The Windows software is not compatible with
the Payload Meter II system.
Data Summary
It is important that each payload meter be configured
5208 haul cycles can be stored in memory. The fol- for each truck using the PC software. The information
lowing information is recorded for each haul cycle: for frame serial number and truck number is used by
• Payload the database program to organize the payload data.
In addition, the payload meter must be configured to
• Operator ID number (0000-9999) make calculations for the proper truck model.
• Distance traveled loaded and empty Improper configuration can lead to data loss and
inaccurate payload calculations.
• The amount of time spent empty run/stop,
loading, loaded run/stop, and dumping
• Maximum speed loaded and empty with time of
day
• Average speed loaded and empty
• Empty carry-back load
• Haul-cycle, loading, dumping start time of day.
• Peak positive and peak negative frame torque
with time of day
• Peak sprung load with time of day
• Tire ton-mph for each front and average per rear
tires
The payload meter stores lifetime data that cannot be

erased. This data includes:
• Top 5 maximum payloads and time stamps.
• Top 5 positive and negative frame torque and
time stamps
• Top 5 maximum speeds and time stamps

COMPONENT DESCRIPTION
System Diagram
Suspension Pressure Sensors Operator Display

PLMIII uses a two-wire pressure sensor. The range The speedometer/display gauge is used as a speed-
for the pressure sensor is 4000 psi (281 kg/cm2) and ometer and payload display. The top display is used
for speed and can display metric (km/h) or English
the overload limit is 10,000 psi (700 kg/cm2). One
(mph) units. Grounding terminal #4 on the back of
wire to the sensor is the supply voltage and the other
the speedometer will switch the meter to display met-
is the signal. The 0-4000 psi range is converted into
ric units. Leaving terminal #4 unconnected will cause
an electrical current between 4-20 ma. The supply
the gauge to display English units. The speedometer
voltage for the sensor is nominally +18vdc. Each
can be adjusted using a calibration potentiometer in
pressure sensor has an 118 in. (3000 mm) length of
the back just like existing speedometers.
cable. The cable is specially shielded and reinforced
to provide mechanical strength and electronic noise The payload meter uses the lower display for pay-
immunity. load information. The normal display mode shows
the current payload. The display can be changed to
Inclinometer show the load and total tons counter or the Operator
The inclinometer is used to increase the accuracy of ID. Using the operator switch on the dash panel, the
load calculations on an incline. The inclinometer current suspension pressures and incline can be dis-
uses three wires. For the sensor, red is the +18vdc played. The units for display are set using the PC
supply voltage, black is ground and the white is the software. Payloads can be displayed in short tons,
signal. The incline signal is a voltage between 1 and long tons or metric tons.
4 volts. Zero degrees of incline is represented by
2.6vdc on the signal line. The voltage signal will be
decreased by 0.103vdc for every degree of nose up
incline.

Operator Switch Payload Meter
The payload operator switch is used to set, view and The payload meter is housed in a black aluminum
clear the total load counter and total ton counter. It is housing. There is a small window on the face of the
also used to enter the operator ID number (0-9999). unit. Status and active alarm codes can be viewed
This switch can also be used to view the suspension through the window. During normal operation, a two-
pressures and inclinometer. The payload meter oper- digit display flashes 0 back and forth. Active fault
ator switch is located on the dashboard. It is a two- codes will be displayed for two seconds. These
way momentary switch. The top position is the codes are typically viewed using the laptop computer
SELECT position. The SELECT position is used step connected to the serial communications port.
through the different displays. The lower position is
There is one 40-pin connector on the payload meter.
the SET position. The SET position is used to set the
A jack-screw is used to hold the payload meter and
operator ID or clear the load and total ton counters.
wire harness connector housings together. This
Normally the inputs from the switch to the payload
screw requires a 4mm or 5/32 hex wrench. The cor-
meter are open circuit. The switch momentarily con-
rect tightening torque for this screw is 25 lb-in. Four
nects the circuit to ground.
bolts hold the payload meter housing to its mounting
Speed Input bracket in the cab.
PLMIII uses a speed signal to calculate speed, dis- The circuit board inside the payload meter housing is
tance, and other performance data. This input is criti- made from multi-layer, dual-sided surface-mount
cal to the proper operation of the system. PLMIII electronics. There are no field serviceable compo-
receives this signal from the speedometer/operator nents inside. The electronics are designed to with-
display on the dashboard. The same signal displayed stand the harsh operating environment of the mining
to the operator is used by the system. Distance cal- industry. Opening the payload meter housing will
culations are made based on the rolling radius of the result in voiding the warranty.
tires for a particular truck.
Communications Ports
Body-Up Switch The payload meter has two RS232 serial communi-
The body-up input signal is received from a magnetic cations ports and two CAN ports. Connections for the
switch located on the inside of the truck frame, for- two serial ports are available inside the payload
ward the pivot pin of the truck body. This is the same meter junction box. The two CAN ports are available
switch typically used for input to the drive system. for future electronics systems.
When the body is down, the switch closes and com- Serial port #1 is used to communicate with the dash-
pletes the circuit to 71-control power. 24vdc indicates board display. It is also used to connect to the laptop
the body is down. Open circuit indicates that the computer. The display gauge will remain blank when
body is up. the PC is using the serial port. This port initially oper-
ates with serial settings at 9600,8,N,1. These set-
Brake Lock Switch tings change automatically to increase the
The brake lock is used to lock the rear brakes on the communications rate when the PC is using the port.
truck. It is necessary for the accurate calculation of This serial port uses a 3-wire hardware connection.
swingloads during the loading process. Without the Serial port #2 is used to communicate to other on-
brake lock applied, the payload meter will not calcu- board electronics like Modular Mining's Dispatch®
late swingloads during the loading process. Without system or the scoreboard from Komatsu. This port
the brake lock, the payload meter will assume that uses a 3-wire hardware connection. Connections to
the truck was loaded using a continuous loader and this serial port need to be approved by Komatsu.
flag the haul cycle record. All other functions will be Several protocol options are available and detailed
normal regardless of brake lock usage. The brake technical information is available depending on
lock input comes from the switch located on the dash licensing.
panel. The brake lock switch connects the circuit to
ground. Open circuit indicates brake lock off. Ground
indicates brake lock on.

Key Switch Input Load Lights
PLMIII monitors the status of the key switch. 24vdc PLMIII uses load lights to indicate to the shovel oper-
indicates that the key switch is on, open indicates the ator the approximate weight of the material in the
key switch is off. The payload meter does not receive truck. The load lights are illuminated only when the
its electrical power from the key switch circuit. The brake lock is applied. The lights are controlled by the
payload meter will remain on for several seconds payload meter through a series of relays in the junc-
after key switch is removed. When the key switch tion box. The payload meter controls the relays with
power is removed, payload meter performs a series 24vdc outputs. A 24vdc signal from the payload
of internal memory operations before turning itself meter powers the relay coil and connects battery
off. To allow for these operations, the key switch power to the load light. When the relay is not pow-
should be turned off for at least 15 seconds before ered by the payload meter, a pre-warm resistor con-
turning the key switch back on. The payload meter nects the load light to a reduced voltage. This circuit
will automatically reset itself without error if not pre-warms the load light filaments and reduces the
enough time is given for these operations. The dis- inrush current when the light is fully illuminated. This
play may blink briefly. lengthens the operating life of the load lights.
The load lights progressively indicate to the shovel
operator the approximate weight of the material in
Payload Meter Power the truck.
The payload meter receives its power from the bat- A flashing green light indicates the next swingload
tery circuit on the truck. Removing battery power will make the measured load greater than 50% of
from the payload meter before removing key switch rated load. A solid green light indicates that the cur-
and waiting 15 seconds may result in lost haul cycle rent load is greater than 50% of rated capacity.
data. The payload meter turns itself off approximately
15 seconds after the key switch power is removed. A flashing amber light indicates the next swingload
Some haul cycle data will be lost if battery power is will make the measured load greater than 90% of
removed before waiting 15 seconds. The payload rated load. A solid amber light indicates that the cur-
meter system operates at a nominal voltage of 24vdc rent load is greater than 90% of rated capacity.
at 1 to 2 amps depending on options. The payload A flashing red light indicates the next swingload will
meter is designed to turn itself off if the supply volt- make the measured load greater than 105% of rated
age rises above 36vdc. The payload meter is also load. A solid red light indicates that the current load is
protected by a 5 amp circuit breaker located in the greater than 105% of rated capacity.
junction box.
The optimal loading target is a solid green and amber
Power to the load lights comes from the same battery lights with a flashing red light. This indicates that the
circuit. The load lights are powered through a relay. load is between 90% and 105% of rated load for the
The key switch circuit controls the relay. The load truck and the next swingload will load the truck over
lights are also protected by a 15 amp circuit breaker 105%.
in the junction box.

Wiring and Termination
Most of the PLMIII truck connections use a heavy-
duty cable. This yellow multi-conductor cable uses a
16awg, finely stranded wire designed for continuous
motion operations. The conductors are protected by
a foil and braided shield for electronic noise immunity
and physical strength. This wire is typically termi-
nated with a #10 ring terminal. Most connections for
the PLMIII system are made in the payload meter
junction box.
TCI Outputs
The GE drive system on the 930E/960E requires
information from the payload meter regarding the
loaded condition of the truck. There are three outputs
from the payload meter to GE to indicate the relative
load in the truck. 24 vdc on the 73MSL circuit indi-
cates that the load is 70% of rated load. 24 vdc on
the 73FSL circuit indicates the truck is 100% loaded.
The 73OSL circuit is not currently used.

OPERATOR’S DISPLAY AND SWITCH Using the Operator ID
The current operator ID number is recorded with
Reading the Speedometer
each haul cycle. The number can be between 0 and
The top window of the speedometer/display gauge is 9999.
the speedometer section. The display shows the
To set the Operator ID:
speed indicated by the frequency being received by
the gauge. This can be adjusted using the potentiom- 1. Press the “SELECT” switch until Id= is dis-
eter on the back of the gauge. In addition, the units played.
for the display can be changed. Terminal #4 controls 2. Hold the “SET” button until 0000 is displayed.
the displayed units. If #4 is grounded, the display will The first digit should be flashing.
be metric. If terminal #4 is left open, the display will
3. Press the “SET” button again to change the
be in English units.
digit.
4. Press the “SELECT” button once to adjust the
second digit.
Reading the Load Display
5. Use the “SET” button again to change the digit.
The lower display on the speedometer/display gauge 6. Press the “SELECT” button once to adjust the
is used for payload information. The SELECT posi- third digit.
tion on the operator switch allows the user to scroll
through a number of useful displays. The order for 7. Use the “SET” button again to change the digit.
the displays is as follows: 8. Press the “SELECT” button once to adjust the
fourth digit.
9. Use the “SET” button again to change the digit
10. Press the “SELECT” button one more time to
• PL= Payload enter the ID.
• Id= Operator ID If no buttons are pressed for 30 seconds, the display
will return to normal operation. The number being
• tL= Total Shift Tons entered will be lost and the ID number returns to the
• LC= Shift Load Counter previous ID number.
• LF= Left Front Suspension Pressure

• rF= Right Front Suspension Pressure Using the Load and Ton Counter
• Lr= Left Rear Suspension Pressure PLMIII allows the truck operator to monitor and track
the total tons hauled and the number of haul cycles
• rr= Right Rear Suspension Pressure during the shift. This display can be cleared at the
• In= Inclinometer beginning of each shift to allow the operator to record
how many loads and tons have been hauled during
the shift.
The display holds the displayed information until the
Total Ton Counter
SELECT switch is pressed again. The suspension
pressures, inclinometer, and payload displays are The total ton counter records the number of tons
based on current sensor inputs. hauled since the last time it was cleared. This display
is in 100’s of tons. For example, if the display shows
Communications to the display use the same serial
link as the download connection. Whenever another 432 the total tons is 43,200. This display can be
computer is connected to serial port #1 to download cleared at the beginning of each shift to allow the
or configure the system, the lower display will blank. operator to record how many tons have been hauled
This is not the same connection used by mine dis- during the shift. The units are selected using the PC
patch systems. software.
• To view the total ton counter press and release
the “SELECT” switch until tL= is displayed on
the gauge.

Total Load Counter The inclinometer displays whole degrees of incline.
Positive incline is truck nose up. The gauge will
The total load counter records the number of loads
quickly display the type of information shown every
hauled since the last time it was cleared. This display
10 seconds. For example, if the left-front pressure is
can be cleared at the beginning of each shift to allow
the operator to record how many loads have been being displayed,Lf= will flash on the display every
hauled during the shift.
minute. Only the payload display, PL= does not
• To view the total load counter press and release display this information.
the “SELECT” switch until LC= is displayed on • Left Front Pressure - To display the pressure in
the gauge. the left-front suspension, press and release the
“SELECT” switch until Lf= is displayed.
Clearing the Counters • Right Front Pressure - To display the pressure in
the right-front suspension, press and release the
Clearing the total ton counter or total load counter
clears both records. “SELECT” switch until rf= is displayed.
• Left Rear Pressure - To display the pressure in
the left-rear suspension, press and release the
To clear the total ton and total load counter:
“SELECT” switch until Lr= is displayed.
1. Press the “SELECT” switch until tL= or
• Right Rear Pressure - To display the pressure in
LC= is displayed. the right-rear suspension, press and release the
2. Hold the “SET” button until the display clears. “SELECT” switch until rr= is displayed.
• Inclinometer - To display the truck incline, press
Viewing Live Sensor Data

and release the “SELECT” switch until In= is
displayed.
The display can also be used to quickly show the cur-
rent readings from the four suspension pressure sen-
sors and the inclinometer. This can be used during
regularly scheduled service periods to check the
state of the suspensions. These displays are live and Other Display Messages
will update as the values change. On startup of the payload meter system, the gauge
The live displays cannot be cleared and the SET but- display will scroll the truck type that the PLMIII is con-
ton will have no effect. figured for. For example, on a 930E, the gauge will
The units for the display are controlled by the config- scroll, ----930E---.
uration of the payload meter. If the payload meter is
set to display metric units, the pressures will be dis-
played in tenths of kg/cm2. For example, if the dis- If the PLMIII encounters memory problems, it will dis-
play shows 202 the actual value is 20.2 kg/ play ER88 where 88 is the specific memory
error. In this very rare circumstance, the system
cm2. If the payload meter is set to display short tons, should be turned off for 30 seconds and restarted.
the pressures will be displayed in psi (lbs/in2). Multi-
ply by 14.2 to convert kg/cm2 to psi. (example -- 1kg/
cm2 x 14.2 = 14.2 psi). There is no way to detect the
units setting for the gauge without the PC software.

PAYLOAD OPERATION & CALCULATION rated load for 10 seconds without the brake lock
applied, the meter will switch to loading and record
Description of Haul Cycle States the continuous_loading flag in the haul cycle.
The typical haul cycle can be broken down into eight The payload meter switches from loading to maneu-
distinct stages or states. Each state requires the pay- vering as soon as the truck begins moving. The
load meter to make different calculations and store maneuvering zone is 160m and is designed to allow
different data. the operator to reposition the truck under the shovel.
More payload can be added anytime within the
“States" or stages of a typical haul cycle
maneuvering zone. Once the truck travels 160m (0.1
1. Tare Zone miles) the payload meter switches to the final_zone
2. Empty and begins calculating payload. If the body is raised
while the payload meter is in the maneuvering state,
3. Loading the no_final_load flag will be recorded in the haul
4. Maneuvering cycle record, no payload will be calculated, and the
meter will switch to the dumping state.
5. Final Zone
While in the final_zone moving faster than 5 km/h (3
6. Hauling
mph), the payload meter calculates the loaded
7. Dumping sprung weight of the truck. The same advanced algo-
8. After Dump rithm is used to calculate the empty and loaded
sprung weights. The payload meter will switch from
Haul Cycle Description the final_zone to the dumping state if the Body-Up
signal is received. If the truck has moved for less
A new haul cycle is started after the load has been than 1 minute in the final_zone, the payload meter
dumped from the previous cycle. The payload meter will calculate the final payload using an averaging
will stay in the after_dump state for 10 seconds to technique which may be less accurate. If this hap-
confirm that the load has actually been dumped. If pens, the average_load flag will be recorded in the
the current payload is less than 20% of rated load, haul cycle.
the payload meter will switch to the tare_zone and
begin calculating a new empty tare. If, after dumping, The payload meter switches to the dumping state
the payload has not dropped below 20% of rated when the dump body rises. The payload meter will
load the meter will return to the maneuvering or haul- switch from dumping to after_dump when the dump
ing states. In this case, the false_body_up flag will be body comes back down.
recorded in the haul cycle record. From the after_dump, the payload meter will switch
While in the tare_zone state, and moving faster than to one of three states:
5 km/h (3 mph), the payload meter calculates the 1. If the average payload is greater than 20% of
empty sprung weight of the truck. This tare value will rated load and no final payload has been calcu-
be subtracted from the loaded sprung weight to cal- lated, the payload meter will return to the
culate the final payload. The payload meter will maneuvering state. After the truck travels 160m
switch from the tare_zone or empty to the loading (0.1 mile) the meter will switch to the final_zone
state if swingloads are detected. By raising the dump and attempt to calculate the payload again. The
body while in the empty state the payload meter can false_body_up flag will be recorded in the haul
be manually switched back to the tare_zone to calcu- cycle record.
late a new tare.
2. If the average payload is greater than 20% of
From the empty state, the payload meter will switch rated load and the final payload has been calcu-
to the loading state through one of two means. If the lated, the payload meter will switch back to the
brake lock is applied, the payload meter will be ana- hauling state. The false_body_up flag will be
lyzing the suspension pressures to detect a swing- recorded in the haul cycle record.
load. If a swingload is detected, the meter will switch 3. If the average payload is less than 20% of rated
to the loading state. The minimum size for swingload load, the payload meter will switch to the
detection is 10% of rated load. Swingload detection tare_zone and begin to calculate a new empty
usually takes 4-6 seconds. The second method to tare.
switch from empty to loading is through continuous
loading. This can happen if the brake lock is not used
during loading. If the load increases above 50% of

Load Calculation SOURCES FOR PAYLOAD ERROR
The final load calculation is different from the last
Payload Error
swingload calculation. The accuracy of the swing
load calculation depends on loading conditions and The number one source of error in payload calcula-
the position of the truck during loading. The last swin- tion is improperly serviced suspensions. The payload
gload calculation is not the value recorded in memory meter calculates payload by measuring differences in
as the final load. The final load is determined by a the sprung weight of the truck when it is empty and
series of calculations made while the truck is travel- when it is loaded. The sprung weight is the weight of
ing to the dump site. the truck supported by the suspensions. The only
method for determining sprung weight is by measur-
ing the pressure of the nitrogen gas in the suspen-
sions. If the suspensions are not properly
Carry Back
maintained, the payload meter cannot determine an
Carry back is calculated as the difference between accurate value for payload. The two critical factors
the current truck tare and the clean truck tare. The are proper oil height and proper nitrogen charge.
clean truck tare is calculated using the PC software.
If the suspensions are overcharged, the payload
When the suspensions are serviced or changes are
meter will not be able to determine the empty sprung
made that may affect the sprung weight of the truck,
weight of the truck. The suspension cylinder must be
a new clean truck tare should be calculated.
able to travel up and down as the truck drives empty.
The pressure in an overcharged suspension can
push the suspension rod to full extension. In this
Measurement Accuracy case, the pressure inside the cylinder does not accu-
Payload measurements are typically repeatable rately represent the force necessary to support that
within 1%. Accuracy for a particular scale test portion of the truck.
depends on specific combinations of pressure sen- If the suspensions are undercharged, the payload
sors and payload meters as well as the specifics of meter will not be able to determine the loaded sprung
each scale test. Comparisons from different scale weight of the truck. The suspension cylinder must be
tests are often made without considering the differ- able to travel up and down as the truck drives loaded.
ences introduced by the specific installation and If the pressure in an undercharged suspension can-
operation of the scales for each test. In addition, not support the load, the suspension will collapse
each pressure sensor and payload meter introduces and make metal-to-metal contact. In this case, the
it's own non-linearity. Each truck becomes an individ- pressure inside the cylinder does not accurately rep-
ual combination of sensors and payload meter. resent the force necessary to support that portion of
Errors from these sources can introduce up to a ±7% the truck.
bias in the payload meter calculations for a specific
scale test, for an individual truck. Low oil height can also introduce errors by not cor-
rectly supporting a loaded truck. This is why the cor-
Because the PLMIII calculates a new empty tare for rect oil height and nitrogen charge are the most
each payload, a detailed scale test must weigh the critical factors in the measurement of payload. If the
trucks empty and loaded for each haul cycle. Using a suspensions are not properly maintained, accurate
simple average of 2 or 3 empty truck weights as an payload measurement is not possible. In addition,
empty tare for the entire scale test will introduce sig- suspension maintenance is very important to the life
nificant error when comparing scale weights to of the truck.
PLMIII weights.

Loading Conditions HAUL CYCLE DATA
The final load calculation of the PLMIII system is not PLMIII records and stores data in its on-board flash
sensitive to loading conditions. The final load is cal- memory. This memory does not require a separate
culated as the truck travels away from the shovel. battery. The data is available through the download
Variations in road conditions and slope are compen- software.
sated for in the complex calculations performed by
the payload meter. PLMIII can store 5208 payload records. When the
memory is full, the payload meter will erase the old-
est 745 payload records and continue recording.
Pressure Sensors PLMIII can store 512 alarm records in memory.

When the memory is full, the payload meter will
Small variations in sensors can also contribute to erase the oldest 312 alarm records and continue
payload calculation error. Every pressure sensor is recording.
slightly different. The accuracy differences of individ-
ual sensors along the range from 0 to 4000 psi can All data is calculated and stored in metric units within
add or subtract from payload measurements. This is the payload meter. The data is downloaded and
also true of the sensor input circuitry within individual stored in metric units within the Paradox database on
payload meters. These differences can stack up 7% the PC. The analysis program converts units for dis-
in extreme cases. These errors will be consistent and plays, graphs and reports.
repeatable for specific combinations of payload The units noted in the Table 1 are the actual units
meters and sensors on a particular truck. stored in the data file. The value for the haul cycle
start time is the number of seconds since January 1,
1970 to the start of the haul cycle. All other event
Swingloads times are referenced in seconds since the haul cycle
start time. The PC download and analysis program
Swingload calculations can be affected by conditions
converts these numbers into dates and times for
at the loading site. Parking the truck against the berm
graphs and reports.
or large debris can cause the payload meter to inac-
curately calculate individual swingloads. While the
PLMIII system uses an advanced calculation algo-
rithms to determine swingloads, loading site condi-
tions can affect the accuracy.
Speed and Distance

The payload meter receives the same speed signal
as the speedometer. This signal is a frequency that
represents the speed of the truck. The payload meter
uses this frequency to calculate speeds and dis-
tances. The meter assumes a single value for the
rolling radius of the tire. The rolling radius may
change at difference speeds by growing larger at
higher speeds. The actual rolling radius of the tire will
also change between a loaded and empty truck. The
payload meter does not compensate for these
changes.
NOTE: Earlier 730E & 830E models are subject to
incorrect speed data due to electrical interference.
The incorrect speeds are generated while the truck
is stopped. An attenuator was added to newer
production models to prevent this error from
occurring. A kit was released to update older PLMIII
systems with the attenuator. Consult your area
service representative for details.

Haul Cycle Data
The following information is recorded for each haul cycle:
Table 1: HAUL CYCLE DATA

Data Unit Remark
Truck # alpha- Up to 22 characters can be stored in this field to identify the truck. Typically this field will be just the
numeric truck number.
Haul Cycle Start Date/Time seconds Number of seconds from 1/1/70 to the start of the haul cycle, haul cycle starts when the meter transi-
tions from dumping to empty state after the previous haul cycle, download program converts seconds
into date and time for display
Payload tons Stored as metric, download program allows for conversion to short or long tons.
Number of Swingloads number The number of swingloads detected by the payload meter
Operator ID number This is a 4 digit number that can be entered by the operator at the start of the shift.
Warning Flags alpha Each letter represents a particular warning message about the haul cycle, details are located on page
19.
Carry-back load tons The difference between the latest empty tare and the clean truck tare
Empty haul time seconds Number of seconds in the tare_zone and empty states with the truck moving
Empty stop time seconds Number of seconds in the tare_zone and empty states with the truck stopped
Loading time seconds Number of seconds in the loading state
Loaded haul time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck moving
Loaded stop time seconds Number of seconds in the maneuvering, final_zone and loaded states with the truck stopped
Dumping time seconds Number of seconds in the dumping state
Loading start time seconds Number of seconds from the start of the haul cycle to when the meter transitions from empty to loading
state
Dump start time seconds Number of seconds from the start of the haul cycle to the time when the meter switches from loaded to
dumping state
Loaded haul distance m Distance traveled while loaded
Empty haul distance m Distance traveled while empty
Loaded max speed km/h Maximum speed recorded while the truck is loaded
Loaded max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Empty max speed km/h Maximum speed recorded while the truck is empty
Empty max speed time seconds Number of seconds from the start of the haul cycle to the time when the max speed occurred
Peak positive frame torque ton-meter Positive frame torque is measured as the frame twists in the clockwise direction as viewed from the
operator’s seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak negative frame torque ton-meter Negative frame torque is measured as the frame twists in the counter-clockwise direction as viewed
from the operator's seat.
Peak frame torque time seconds Number of seconds from the start of the haul cycle to the peak torque, download program converts to
time for display
Peak sprung load tons Peak dynamic load calculation
Peak sprung load time seconds Number of seconds from the start of the haul cycle to the peak instantaneous load calculation
Front-left tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Front-right tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Average rear tire-ton-km/h t-km/h Tire ton-km/h for haul cycle
Truck Frame Serial Number alpha The truck serial number from the nameplate on the truck frame
Reserved 1-10 number These values are internal calculations used in the continued development of the PLMIII system and
should be ignored

Haul Cycle Warning Flags F: Final Zone to Dumping Transition
The payload meter expects haul cycles to progress in This message is generated when the payload meter
a particular way. When something unexpected takes senses a body-up while it is calculating the final pay-
place, the system records a warning flag. Several load indicating that the operator has dumped the
events within the haul cycle can cause a warning flag load. It may also be generated if the body-up signal is
to be generated. Each one indicates an unusual not properly reaching the payload meter and the
occurrence during the haul cycle. They do not neces- weight in the truck falls dramatically while the truck is
sarily indicate a problem with the payload meter or calculating the final payload.
payload calculation.
H: False Body Up
A: Continuous Loading
This message indicates that the body was raised dur-
This message is generated when the truck is loaded ing the haul cycle without the load being dumped.
over 50% full without the payload meter sensing The body-up signal indicated that the truck was
swingloads. This indicates that a continuous loading dumping, but the weight of the truck did not fall below
operation was used to load the truck. It may also indi- 20% of the rated load.
cate that the payload meter did not receive the brake
lock input while the truck was being loaded. There I: Body Up Signal Failed
may be a problem with the wiring or the brake lock This message indicates that the load was dumped
was not used. The payload meter will not measure without a body-up signal being received by the pay-
swingloads unless the brake lock is used during the load meter. The weight of the truck fell below 20%,
loading process. but the payload meter did not receive a body-up sig-
nal from the sensor.
B: Loading to Dumping Transition
This message is generated when the payload meter J: Speed Sensor Failed
senses a body up input during the loading process. This message indicates that the payload meter
This message is usually accompanied by a sensed the truck loading and dumping without
no_final_load flag. receiving a speed signal.
C: No Final Load K: New Tare Not Calculated
This message is generated when the payload meter The payload meter was not able to accurately calcu-
is unable to determine the final payload in the truck. late a new empty sprung weight for the truck to use
Typically, this means that the payload meter switched as the tare value for the haul cycle. The tare value
from a loaded state to the dumping state before the from the last haul cycle was used to calculate pay-
load could be accurately measured. load.
D: Maneuvering to Dumping Transition L: Incomplete Haul Cycle
This message is generated when the payload meter The payload meter did not have proper data to start
senses a body-up input during the maneuvering or the haul cycle with after powering up. When the
repositioning process indicating that the operator has PLMIII powers off, it records the data from the haul
dumped the load. It may also be generated if the cycle in progress into memory. This flag indicates
body-up signal is not properly reaching the payload that this data was not recorded the last time the pay-
meter and the weight in the truck falls dramatically load meter was shut down. This can happen when
while the truck is maneuvering or repositioning. the main battery disconnect is used to shut the truck
down instead of the key switch. A haul cycle with this
E: Average Load or Tare Used
warning flag should not be considered accurate. Haul
This message indicates that the recorded payload cycles with this warning are displayed in red on the
may not be as accurate as a typical final load calcula- Payload Summary window and are not included in
tion. Typically, this is recorded when loading begins the summary statistics for reports or display.
before an accurate tare is calculated or the load is
dumped before the load can be accurately mea-
sured.

M: Haul Cycle Too Long Sprung Weight Data
The haul_cycle_too_long flag indicates that the haul The payload meter is constantly monitoring the live
cycle took longer than 18.2 hours to complete. The payload calculation. This value naturally rises and
times stored for particular events may not be accu- falls for a loaded truck depending on road and driving
rate. This does not affect the payload calculation. conditions. The payload meter records the top 5
highest payload calculations and the time they
occurred. This information is stored in permanent
N: Sensor Input Error memory inside the meter.
An alarm was set for one of the 5 critical sensor

inputs during the haul cycle. The five critical sensors
Maximum Speed Data
are the four pressure sensors and the inclinometer.
Without these inputs, the payload meter cannot cal- The payload meter records the top 5 highest speeds
culate payload. A haul cycle with this warning flag and the time they occurred. This information is stored
should not be considered accurate. Haul cycles with in permanent memory inside the meter.
this warning are displayed in red on the Payload
Summary window and are not included in the sum-
mary statistics for reports or display. Alarm Records
The payload meter stores alarm records to give ser-
vice personnel a working history of the system. All
codes are viewed using the PC connected to the
Frame Torque Data payload meter. Active codes are also displayed on
the two-digit display on the meter itself. Each code
Payload meter records the top 5 peak positive and
has a specific cause and should lead to an investiga-
negative frame torque values and the time they
tion for correction. Some failures can be overcome
occurred. The frame torque is a measure of the twist-
by the payload meter. Haul cycle data will indicate if
ing action along the centerline of the truck. Positive
an alarm condition was present during the cycle. Fail-
frame torque is measured when the suspension
ures with the suspension or inclinometer sensors
forces on the front of the truck act to twist the frame
cannot be overcome.
in the clockwise direction as viewed from the opera-
tor's seat. Negative frame torque is measured when
the forces from the suspensions act in the opposite
direction.
For example, if the left front and right rear pressure
rises as the right front and left rear pressure drops,
the truck frame experiences a twisting motion along
the longitudinal centerline. In this case, the payload
meter will record a positive frame torque.
The 5 highest values in the positive and negative
direction are stored in permanent memory within the
payload meter.

Fault Code Data
Table 2:
Fault Code Name Description
1 Left front pressure high Input current > 22 ma
2 Left front pressure low Input current < 2 ma
3 Right front pressure high Input current > 22 ma
4 Right front pressure low Input current < 2 ma
5 Left rear pressure high Input current > 22 ma
6 Left rear pressure low Input current < 2 ma
7 Right rear pressure high Input current > 22 ma
8 Right rear pressure low Input current < 2 ma
9 Inclinometer high Input voltage < 0.565 vdc
10 Inclinometer low Input voltage > 5.08 vdc
11 Speed input failure Not Used
12 Brake lock input failure Not Used
13 Body-up input failure Payload meter detected dumping activity without receiving a body up signal
16 Memory write failure Indicates possible memory problem at power start up. Cycle power and recheck.
17 Memory read failure Indicates possible memory problem at power start up. Cycle power and recheck.
18 Rear right suspension flat Payload meter detected an undercharged suspension condition on the rear right suspension.
19 Rear left suspension flat Payload meter detected an undercharged suspension condition on the rear left suspension.
20 Time change Payload meter time was changed by more than 10 minutes. The Alarm Set time indicates
original time. The Alarm Clear time indicates the new time.
21 Tare value reset The user manually forced the payload meter to reset the haul cycle empty (tare) sprung
weight. This forced the meter into the tare_zone state and lost all data for the previous haul
cycle.
22 Excessive carryback The payload meter detected an empty carryback load in excess of the user-defined carryback
threshold on two consecutive haul cycles.
26 User switch fault - SELECT Select switch on for more than 2 minutes, may indicate short to ground
27 User switch fault - SET Set switch on for more than 2 minutes, may indicate short to ground

PC SOFTWARE OVERVIEW Installing the PLMIII Software
The CD ROM containing the Payload Data Manage-
PC Overview
ment (PDM) Software will automatically begin instal-
The PC software has several basic functions: lation when it is inserted into the drive on the PC. If
this does not happen, the software can be installed
• Configure the PLMIII system on the truck.
by running the Setup.exe program on the CD ROM.
• Troubleshoot and check the PLMIII system.
The minimum PC requirements for running the soft-
• Download data from the PLMIII system. ware is a Pentium 133Mhz with 64 MB of ram and at
• Analyze data from the payload systems. least 300 MB of free hard drive space available. For
improved performance, the recommended PC would
be a Celeron, AMD K6-2 or better processor with 128
Configuration, troubleshooting and downloading MB of ram running at 400 Mhz. The PDM Software
require a serial connection to the payload meter on uses a powerful database to manipulate the large
the truck. Analysis can be done at any time without a amounts of data gathered from the PLMIII system.
connection to the payload meter. Using a more powerful computer and added memory
to run the software can result in a significant improve-
Payload data is downloaded from several trucks into ment in performance. The software is written to use a
one database on the PC. The database can be que- minimum 800x600 screen resolution.
ried to look at the entire fleet, one truck or truck
model. The data can be graphed, reported, imported
or exported. The export feature can take payload
data and save it in a format that spreadsheet pro-
grams like Excel or word processing programs can
easily import.
System Configuration
PLMIII needs to be configured for operation when it
is first installed on the truck. This process requires
several steps and uses the laptop computer to make
the necessary settings. The setup procedure can be
broken down into several steps:
• Connecting the laptop to the PLMIII system.

• Starting communications
• Setting the time & date
• Setting the truck type
• Setting the truck ID
• Setting the speedometer/display gauge units

DOWNLOADING DATA
PLMIII records many types of data. The PLMIII PC To download the payload meter:
software is designed to download the data from a 1. Connect to the payload meter and start the PC
whole truck fleet. Instead of creating one data file for software.
each truck, the PC software combines all the data
2. From the main menu, select "Connect to Pay-
from many trucks into one database on the hard
load Meter". The PC will request the latest sta-
drive of the computer. The software then allows
tus information from the payload meter. The
users to query the database to create custom reports
number of haul cycles and alarms will be dis-
and graphs. Data for individual trucks or groups of
played.
trucks can be easily analyzed. This same data can
be exported for use in other software applications like 3. Select the " Begin Download" button. The PC
word processors and spreadsheet applications. will request the payload and alarm data from the
payload meter and save it into the database.
As the database grows, performance of the PC soft- This may take several minutes. A progress bar
ware for analysis will slow down. It may be helpful to at the bottom will show the approximate time
periodically export data. For example, query the left.
database to show the oldest quarter, month, or half
year and print out a summary report. Then export the
data to a compressed format and save the file in a
secure location. Once the data is exported, delete
the entire query results from the database. If neces-
sary, the data can easily be imported back into the
main database for analysis at a future date. Remov-
ing this older data will improve performance.
The PC software downloads the data from the pay-

load meter into a single Paradox database. The data
from all the trucks is added to the same database.
Downloading the payload meter can take several
minutes. The data is added to the database on the
laptop used to download.
To move the data to another computer, a query must
be run to isolate the particular data for export. Do not
press the operator switch on the dashboard while
downloading

PLM III SYSTEM CONFIGURATION Short Tons: Payload is displayed in short tons, dis-
tances and speeds will be displayed in Miles
Starting Communications
Metric Tons: Payload is displayed in metric tons, dis-
The PDM software allows users to download and tances and speeds are displayed in Kilometers
configure the system.
Long Tons: Payload is displayed in long tons, dis-
tances and speeds are displayed in Miles
Time Units
Minutes and Seconds Example:
Five minutes and thirty-two seconds = 5:32
Decimal Minutes Example:
Five minutes and thirty-two seconds = 5.53
Connection Menu
Before connecting to the payload meter, select

"Change Program Options" and confirm that the pro-
gram has selected the correct laptop serial port. Most
laptops use Comm 1 for serial communications. The
units displayed for reports and graphs by the PC soft-
ware can be set on this form. Click “Done” to return
to the main menu.
The connection screen displays basic system infor-

mation to the user.
• Frame S/N should agree with the truck serial
number from the serial plate located on the truck
frame.
• Truck Number is an ID number assigned to the
truck by the mine.
• The Payload Meter Date / Time values come
from the payload meter at the moment of
From the main menu, click the "Connect to Payload connection.
Meter" button. The PC will try to connect to the pay- • Number of Haul Cycle Records is the number of
load meter and request basic information from the haul cycles records stored in memory and
system. In the event of communications trouble, the available for download.
PC will try 3 times to connect before "timing-out". • Number of Active Alarms shows how many
This may take several seconds. alarms are currently active in the system at the
time of connection. If there are active alarms, the
"Display Active Alarms" button is available.
Displayed Payload Units • Number of Inactive Alarms shows how many
alarms have been recorded in memory and are
Three options are available for the display of units in
available for download.
the PC software, reports, and graphs:
• PLM Software Version displays the current
version of software in the payload meter.
The information on the connection menu comes from
the configuration of the payload system on the truck.

There are also many configuration and download Setting the Date and Time
options available from this screen. The Connection
Menu is updated only when the connection is first
made. It does not update automatically. To view
changes made while connected, the user must close
the window and reconnect to the payload meter.
The connection menu is displayed after a serial con-
The time shown on the form is the time transmitted
nection has been established and the PC software
from the payload when the connection was first
has connected to the payload meter.
established.
Connecting to the Payload Meter

Communications to the PLMIII requires a laptop
computer running the PDM software. The software
connects to the payload meter through the meter's
serial port #1. This is the same port used by the
speedometer/display gauge. When the laptop is
using the serial port, the lower display on the opera-
tor gauge on the dashboard will be blank. This does The date and time are maintained by a special chip
not affect the operation of the speedometer. on the PLMIII circuit board. The memory for this chip
• Connect the laptop to the system using the is maintained by a very large capacitor when the
EF9160 communications harness. The download power is removed from the payload meter. This will
connector is typically located on the housing maintain the date and time settings for approximately
mounted in the cab to the back wall. The PLMIII 30 days. After this time, it is possible for the payload
system uses the same connection as the meter to lose the date and time setting. It is recom-
Payload Meter II system. mended that the system be powered every 20 days
to maintain the date and time. If the date and time is
Configure the Payload Meter lost, simply reset the information using this proce-
Configuration of the payload meter requires a serial dure. It takes approximately 90 minutes to recharge
connection to the PLMIII system. Clicking the "Con- the capacitor.
figure Payload Meter" button will bring up the Truck Changing the date and time will affect the haul cycle
Configuration screen and menu. This screen displays in progress and may produce unexpected results in
the latest configuration information stored on the the statistical information for that one haul cycle.
payload meter.
To change the time:
When changes are made to the configuration, the
"Save Changes" button must be pressed to save the 1. Click on the digit that needs to be changed.
changes into the payload meter. To confirm the 2. Use the up/down arrows to change or type in
changes, exit to the main menu and re-connect to the the correct value.
payload meter. 3. Press the "Save Changes" button to save the
new time in the payload meter.
To change the date:
1. Click on the digit that needs to be changed.
2. Type in the correct value or use the pull-down
calendar to select a date.
3. Press the "Save Changes" button to save the
new time in the payload meter.

Setting the Truck Type Setting the Truck Number
Most mining operations assign a number to each
piece of equipment for quick identification. This num-
ber or name can be entered in the Truck Number
field. It is very important to enter a unique truck num-
1. From the Truck Configuration screen, use the
ber for each truck using the PLMIII system. This
pull-down menu to select the truck type that the
number is one of the key fields used within the haul
payload meter is installed on.
cycle database. The field will hold 20 alpha-numeric
2. Press the "Save Changes" button to program characters.
the change into the meter.
1. On the Truck Configuration screen, enter the

Setting the Gauge Display Units truck number in the appropriate field.
The payload meter speedometer / display gauge dis- 2. Press the "Save Changes" button to program
plays the speed on the upper display. The units for the change into the payload meter.
the speed display are selected using a jumper on the
rear of the case.
Setting the Komatsu Distributor
The payload units on the lower display can be
changed from metric to short tons or long tons using This field in the haul cycle record can hold the name
the Truck Configuration screen. This selection also of the Komatsu distributor that helped install the sys-
switches between metric (kg/cm2) and psi (lbs/in2) for tem. Komatsu also assigns a distributor number to
the live display of pressure on the gauge. each distributor. This number is used on all warranty
claims. This Komatsu distributor number can also be
1. From the Truck Configuration screen, select the put into this field. The field will hold 20 alpha-numeric
payload units to be used on the lower display of characters.
the speedometer/display gauge.
2. Press the "Save Changes" button to program
the change into the payload meter. 1. On the Truck Configuration screen, enter the
distributor name or number in the appropriate
field.
Setting the Frame Serial Number 2. Press the "Save Changes" button to program
the change into the payload meter.
Setting the Komatsu Customer

This field in the haul cycle record can hold the name
of the mine or operation where the truck is in service.
Komatsu also assigns a customer number to each
The frame serial number is located on the plate
customer. This number is used on all warranty
mounted to the truck frame. The plate is outboard on
claims. This Komatsu customer number can also be
the lower right rail facing the right front tire. It is very
put into this field. The field will hold 20 alpha-numeric
important to enter the correct frame serial number.
characters.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
numeric characters. 1. On the Truck Configuration screen, enter the
1. On the Truck Configuration screen, enter the customer name or number in the appropriate
truck frame serial number in the appropriate field.
field. 2. Press the "Save Changes" button to program
2. Press the "Save Changes" button to program the change into the payload meter.
the change into the payload meter.

Clean Truck Tare Inclinometer Calibration
The payload meter uses the clean truck tare value to

The inclinometer calibration procedure is designed to
calculate carry-back load for each haul cycle. The
compensate for variations in the mounting attitude of
carry-back stored in the haul cycle record is the new
the inclinometer. The inclinometer input is critical to
empty tare minus the clean truck tare.
the payload calculation.
This procedure should be performed after service to
This procedure should be performed on relatively flat
the suspensions or when significant changes are
ground. Often the maintenance area is an ideal loca-
made to the sprung weight of the truck. Before per-
tion for this procedure.
forming this procedure, be sure the suspensions are
properly filled with oil and charged. It is critical to pay- 1. After cleaning debris from the truck and check-
load measurement that the proper oil height and gas ing to see that the suspensions are properly
pressure be used. serviced, use the PLMIII software to connect to
the payload meter.
Once the clean tare process is started, the payload
meter will begin to calculate the clean empty sprung 2. From the "Truck Configuration" screen, select
weight of the truck. This calculation continues while "Inclinometer".
the truck drives to the next loading site. Once the 3. With the truck stopped and the brake lock on,
procedure is started, there is no reason to continue press the “Start” button. This instructs the pay-
to monitor the process with the PC. The truck does load meter to sample the inclinometer once.
not need to be moving to start this procedure. 4. Turn the truck around. Drive the truck around
1. After cleaning debris from the truck and check- and park in the exact same spot as before, fac-
ing to see that the suspensions are properly ing the other direction.
serviced, use the PLMIII software to connect to 5. With the truck stopped and the brake lock on,
the payload meter. press the “Start” button. This instructs the pay-
2. From the "Truck Configuration" screen, select load meter to sample the inclinometer again.
"Clean Truck Tare". The payload meter will average the two sam-
ples to determine the average offset.
3. Be sure to follow the screen instructions.
6. Be sure to follow the screen instructions.

DATA ANALYSIS
PAYLOAD SUMMARY FORM
The data analysis tools allow the user to monitor the Sorting on Truck Unit Number
performance of the payload systems across the fleet.
The truck unit number is the truck unit number
Analysis begins when the "View Payload Data" but-
entered into the payload meter when it was config-
ton is pressed. This starts an "all trucks, all dates, all
ured at installation. The query can be set to look for
times" query of the database and displays the results
all trucks or one particular truck number. When the
in the Payload Summary Form.
program begins, it searches through the database for
The user can change the query by changing the all the unique truck numbers and creates a list to
dates, times, or trucks to include in the query for dis- select from.
play.
Choosing one particular truck number will limit the
Haul cycles in the data grid box at the bottom can be data in the displays, summaries and reports to the
double-clicked to display the detailed results of that one selected truck. To create reports for truck num-
haul. ber 374, select 374 from the pull-down menu and hit
the "Query Database and Display" button.
Creating a Query
The program defaults to show all trucks, all types, all
dates and all times for the initial query. The display Sorting on Truck Type
can be narrowed by selecting which trucks or types
The truck type is the size of the truck from the family
to view and for what dates and times.
of Komatsu trucks. This allows the user to quickly
The query items are added in the "AND" condition. If view results from different types of trucks on the
the user selects a truck # and date range, the query property. For example, a separate report can be gen-
will sort the data for that truck number AND the date erated for 830E and 930E trucks.
range.

Sorting on Date Range 2. Change the “From” date to January 5, 2000.
The default query starts in 1995 and runs through the
current date on the PC. To narrow the range to a spe-
cific date, change the “From” and “To” dates.
For example, to view the haul cycle reports from
truck 374 for the month of July, 2000:
1. Select truck 374 from the Truck Unit pull-down

menu.
3. Change the “To” date to January 8, 2000.
4. Change the “From” time to 06:00.
5. Change the “To” time to 18:00.
6. Press the "Query Database and Display" to

view the results.
2. Change the “From” date to July 1, 2000.
This query will display haul cycles from January 5 to

January 8, from 6:00 AM to 6:00 PM.
Date
Time
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
0:00
6:00
3. Change the “To” date to July 31, 2000.
4. Press the "Query Database and Display" to
view the results.
12:00
Sorting on Time Range

18:00
The time range sorts the times of the day for valid
dates. Changing the time range to 6:00AM to 6:00PM
will limit the payloads displayed to the loads that
occurred between those times for each day of the 24:00
date range. Times are entered in 24:00 format. To Query : Date: 1/5/00 to 1/8/00
Haul Cycles Included in the Query
view the haul cycle reports from the first shift for truck Daily Shift Time: 6:00 to 18:00
374 from January 5, 2000 to January 8, 2000:

The shift times selected can extend the query past
the original date. If the dates set for the query are
1. Select truck 374 from the Truck Unit pull-down January 5 to January 8 and the times were changed
menu. to query the 6:00 PM (18:00) to 6:00 AM (06:00) shift,
the results would extend into the morning of the 9th.
This can been seen in the following example:

Creating Reports
Time
Date
Reports can be generated and viewed on the screen
0:00
Jan 5, 2000 Jan 6, 2000 Jan 7, 2000 Jan 8, 2000 Jan 9, 2000
or printed. These reports are generated from the
query displayed on the Payload Summary Screen.
From the example in "Sorting on Time Range", the
report printed would only contain data from truck 374
6:00
during the month of July 2000, from 8:00 AM to 5:00
PM.
12:00
It is important to carefully select the query data and
press the "Query Database & Display" button before
printing a report.
18:00
24:00
Query : Date: 1/5/00 to 1/8/00

Haul Cycles Included in the Query
Daily Shift Time: 18:00 to 6:00
Payload Detail Screen

The Payload Detail screen gives the details for any
individual haul cycle. From the “Payload Summary”
screen, double-click on any haul cycle to display the
detail.

NOTE: Some haul cycles may contain the Sensor
Input warning flag. This indicates that one of the four
pressure sensors or inclinometer was not functioning
properly during the haul cycle. Haul cycles with this
warning are displayed in red on the Payload
Summary window and are not included in the
summary statistics for reports or display.
Summary - one page report

A summary of the queried data can be printed onto 1
page. The cycle data is summarized onto one sheet.
Displayed is the speeds, cycle times, load statistics,
frame and tire data.
Detailed - multi-page report

The detail report starts with the summary report and
follows with pages of data for each haul cycle. The
detailed report prints date, time, payload, cycle times,
and cycle distances, speeds and the number of
swing loads.

Creating Graphs Exporting Data
The PLMIII software can generate graphs that
quickly summarize payload data. These graphs can
be customized for printing. Just like the reports, the
graphs are generated from the query displayed on
the “Payload Summary” screen. From the "Sorting on
Time Range" example, the graph that is printed
would only contain data from truck 374 during the
month of July 2000, from 8:00 AM to 5:00 PM.
It is important to carefully select the query data and
press the "Query Database & Display" button before
creating a graph.
The data from the database can be exported for use
1. From the Payload Summary Screen select the with other software applications. The data is selected
“Graph” button at the bottom. The Histogram from the currently displayed query. The exported
Setup screen will display data can be put into a ".CSV" file or a compressed
".zip" file.
• The “.CSV” format allows data to be easily

imported into spreadsheet applications and word
processing applications.
• The “.Zip” format allows data to be transferred
from one computer to the PDM Software
database on another computer. This offers a
compact way to transfer data from one computer
to another.
CSV Export
2. Enter the "Lowest Value". This will be the lowest

payload on the graph. Any payloads less than
this value will be summed in the first bar.
3. Enter the "Highest Value". This will be the high-
est value on the graph. Payloads over this value
will be summed in the last bar.
4. Enter the "Incremental Change". This will deter-
mine the number of bars and the distance
between them. The program limits the number
of bars to 20. This allows graphs to fit on the
screen and print onto 1 page. CSV stands for Comma Separated Value. This is an
ASCII text file format that allows spreadsheet appli-
5. Press the “Create Graph” button.
cations like Excel and Lotus 123 to import data eas-
The graph will be displayed based on the query set- ily. To export the data into a ".csv" file, press the
tings from the Payload Summary screen. The graph "Export" button at the bottom of the payload sum-
can be customized and printed. mary screen and select "To CSV". The program will
request a filename and location for the file.

. • Reserved 1-5, 7-10: These values are internal
calculations used in the continued development
of PLMIII and should be ignored.
• Reserved 6: This value is the payload estimate at
the shovel just before the truck begins to move.
Two sets of data are exported. At the top of the file

will be the haul cycle data. The columns, left to right
are:
• Truck number The second series of data below the haul cycle data
• Haul cycle start date is the alarms. The alarm columns, left to right are:
• Haul cycle start time
• Payload
• The alarm type
• Swingloads
• The date the alarm was set
• Operator ID
• The time the alarm was set
• Warning Flags
• Alarm description
• Carry Back
• The date the alarm was cleared
• Total Haul Cycle time
• The time the alarm was cleared
• Empty Running Time
• Empty stop time
• Loading time
Compressed
• Loaded running time
• Loaded stopped time
• Dumping time
• Loading start time
• Dumping start time
• Loaded haul distance
• Empty haul distance
• Loaded maximum speed
• Time when loaded maximum speed occurred
• Empty maximum speed
• Time when loaded maximum speed occurred
• Maximum + frame torque
• Time when the maximum + frame torque
occurred This export function allows the data from one laptop
• Maximum - frame torque to be transferred to another computer. This can be
• Time when the maximum - frame torque useful when a service laptop is used to download
occurred
multiple machines and transfer the data to a central
• Maximum sprung weight calculation
• Time when the maximum sprung weight computer for analysis. This can also be used to copy
calculation occurred haul data from a particular truck onto a diskette for
• Left Front Tire-kilometer-hour analysis.
• Right Front Tire-kilometer-hour The file format is a compressed binary form of the
• Average Rear Tire-kilometer-hour
displayed query. The file can only be imported by
• Frame serial number
another computer running the PDM Software.

To export data in ZIP format: Deleting Haul Cycle Records
1. Confirm that the data displayed is the query To delete haul cycle records from the main database,
data that needs to be exported. press the "Delete" button at the bottom of the “Pay-
2. From the payload summary screen, press the load Summary” screen. The program will display a
"EXPORT" button and select "To ZIP". summary of the records from the displayed query. To
delete a record, select one at a time and press the
3. The program will ask for a filename and loca- "Delete" button. It is recommended that records be
tion. exported to a zip file for archival purposes before
deletion. Multiple records may be selected by holding
down the Shift key. Pressing the "Delete All" button
Importing Data will select all the records from the current query and
This import function allows the data from one laptop delete them.
to be transferred to another computer. This can be
useful when a service laptop is used to download
multiple machines and transfer the data to a central NOTE: There is no recovery for records that have
computer for analysis. This can also be used to copy been deleted from the main database. It is highly
haul data from a particular truck from a diskette into a recommended that all records be exported and
database for analysis. archived in a compressed file format for future
reference before being deleted.
To import data, press the "IMPORT" button at the
bottom of the “Payload Summary” screen. The pro-
gram will ask for a ".zip" file to import, locate the file
and press "Open". The program will only import ".zip"
files created by another computer running the PDM
Software.

Viewing Alarms Deleting Alarm Records
From the Payload Summary screen, click the To delete alarm records from the main database,
“Alarms” button to display the alarm screen. The press the "Delete" button at the bottom of the “Alarm
alarms are sorted by the query settings from the Pay- Display” screen. The program will display a summary
load Summary screen. Alarms can be displayed as of the alarms from the query. To delete an alarm,
Active or Inactive. select one at a time and press the "Delete" button. It
is recommended that the query data be exported to a
“.zip” file for archival purposes before deletion. Multi-
ple records may be selected by holding down the
Shift key. Pressing the "Delete All" button will select
all the alarms from the current query and delete
them.
NOTE: There is no recovery for alarms that have

been deleted from the main database. It is highly
recommended that all records be exported and
archived in a compressed file format for future
reference before being deleted.

TROUBLESHOOTING SECTION
TROUBLESHOOTING Real-Time Data Display
Troubleshooting the PLMIII system is done through

the PC software you can:
• View active alarms.

• View the sensor inputs using the Real-Time Data
Display.
• Test the payload lights.
• Create log files of sensor inputs for further analy-
sis.
• These activities require a connection to the
PLMIII system. The PC software can be used to view the 'live' input
readings from the payload meter. The numbers dis-
played are 1-second averages.
Viewing Active Alarms
1. Connect to the payload meter and start the PC
Active alarms are alarms that have been set, but not software.
yet cleared. Each alarm is set when the conditions
for activation are held for 5 seconds. Each alarm is 2. From the main menu, select "Connect to Pay-
cleared when the condition has been returned to nor- load Meter". The PC will request the latest sta-
mal range for 5 seconds. For example, 5 seconds tus information from the payload meter.
after the left-rear pressure sensor is disconnected, 3. Select the "Real Time Data" button. The data
the LR-Pressure Lo alarm will be activated. This can screen will pop up. The PC will request the pay-
be viewed using to the "Connect to Payload Meter" load meter to begin transmitting data.
screen. 5 seconds after the pressure sensor is re- 4. To exit, press the “Close” button.
connected, the alarm will clear and be recorded in
memory. The units for each measurement are determined by
the setting in the Program Options for the PC soft-
Active alarms are recorded in memory as "cleared" ware. The four suspension pressures and inclinome-
when the key switch is turned off. When power is ter are shown. The status of the Body-Up and Brake-
restored to the payload meter, the alarms will be re- Lock inputs is also shown. The haul cycle state and
activated if the conditions still exist for 5 seconds. speed is displayed. The current sprung weight is dis-
To view active alarms: played. This differs from pure payload. The sprung
weight is a measurement of the weight of the truck
1. Connect to the payload meter and start the PC above the suspension. It does not include the tires,
software. spindles, wheel motors, drive case, or anything
2. From the main menu, select "Connect to Pay- below the suspensions.
tus information from the payload meter. Testing the Payload Lights
3. If there are active alarms, the "Display Active The real time data display also allows the user to
Alarms" button in the lower left corner will be individually power the payload lights. This can be
available. If the button is not available, there are useful for testing the lights. To turn on a particular
no active alarms at the time of connection. The color payload light:
screen does not automatically refresh. If a con-
1. Click the check box beside the color light to
dition changes to cause an alarm, the user must
power.
exit and re-enter the "Connect to Payload
Meter" screen. 2. Press the "Set Lights" button to turn on the light.
3. Uncheck the box and press "Set Lights" to turn
off the light.
The lights will return to their normal state when the
real time data display is closed.

Creating Log Files of Inputs Daily Inspections
The PC software can create a text file of the live data An important part of maintaining the Payload Meter
stream from the payload meter. This can be very use- III (PLMIII) system is monitoring the basic inputs to
ful for diagnostic purposes. The data is written into a the system. It is recommended that the truck opera-
text data file in comma separated value format. The tor walk around the truck and visually inspect the fol-
data is recorded in metric units at 50 samples per lowing:
second. The data file can grow large very quickly.
• Charging condition of the suspensions - not flat,
Each sample writes one line into the ASCII file in not overcharged.
comma separated format.
• Pressures in the suspensions - check
The order for each line of data in is: suspensions by using the operator gauge and the
• Date operator switch.
• Time
• Sprung Weight
• LF Pressure Periodic Maintenance
• RF Pressure
• LR Pressure It is recommended that the following items be
• RR Pressure checked every 500 hours:
• Incline • Confirm the suspension pressures using external
• Speed gauges.
• Body Up State (1=up)
• Brake Lock State (1=on) • Confirm proper suspension height.
• Payload State • Confirm suspensions do not collapse and make
• Status Flags metal-to-metal contact when the truck is loaded.
• Spare
• Confirm that inclinometer indicates positive (+)
values for truck nose up, and negative (-) values
for truck nose down.
To create a log file:
1. Connect to the payload meter and start the PC
software. In addition, it may be useful to confirm proper opera-
tion of the suspensions by riding the truck during a
2. From the main menu, select "Connect to Pay-
complete haul cycle. Record the suspension pres-
sures using the CSV log file tool in the Payload Data
tus information from the payload meter.
Manager software for the PC. The suspension pres-
3. Select the "Real Time Data" button. The real sures in this log file can be graphed to inspect for flat
time data screen will pop up. The PC will or overcharged suspensions.
request the payload meter to begin transmitting
data.
4. Click the "Set File Name" button and enter a
name and location for the text file. The default
extension is ".txt". This data can be easily
imported into spreadsheets as a comma sepa-
rated value (.CSV) format.
5. Once the filename has been entered, the Start
Log and Stop Log buttons will be active.
6. Press the “Start Log” button to start taking data
and recording into the file. Once a file is started,
it cannot be stopped and started again.
7. Press the “Stop Log” button to stop recording
data. Attempting to start the log file again will
overwrite the previous file and erase the previ-
ous data. To gather more data, close the real
time data window, start it again and create a
new log file.

Abnormal Displays at Power-Up
The payload meter performs several internal memory system checks every time it powers-up. In case of error, the
operator gauge may display an error code when power is applied to the PLMIII system.
Er:01 - Bad Truck Configuration error indicates that the meter encountered an error while reading the current truck
configuration record from memory.
Er:02 - Bad Calibration Record error indicates that the meter encountered an error while passing messages
between the microprocessors on the circuit board.
Er:03 - Interprocessor Communications error indicates that the meter encountered an error while passing mes-
sages between the microprocessors on the circuit board.
To resolve these errors:
• If these errors persist after reprogramming, the primary and secondary processors then the payload meter
must be replaced.

No Payload Display When Key Switch is Turned ON
• Confirm battery voltage in PLMIII junction box between TB45-A (positive) and TB45-X (ground).
• Check the 5A circuit breaker (CB A) in PLMIII junction box.
• Check all connectors and terminal connectors in the power circuits to the payload meter.
• If two digit display on payload meter displays 00 then 88 on power up, continue to “No Display on Operator
Display”. This two digit display normally alternates 0 on each display. In the case of active alarms, this display
will show the code for each active alarm. The alarm codes are in the operation section.

No Display on Speedometer
No Display on Operator Display
• If the speedometer works but the operator displays remain blank, confirm payload connections at “No Payload
Display When Key Switch is Turned ON”.

No Communications With PC
In a case where the laptop PC will not properly connect to the PLMIII system:
• Confirm power to the payload meter.
• Confirm laptop serial port setting using the PC software. From the mail menu select "Change Program
Options". Confirm that the selected serial port is correct and that it is available.
• Confirm that a Personal Digital Assistants (PDA) synchronization software is not using the serial port. Often,
PDA software like Palm Pilot’s HotSync software will take control of the serial port and not let other applications
use the serial connection. Close the synchronization software and retry the Payload Data Manager software.
• Confirm Operator Switch use. If this switch works properly, it confirms that the communications wiring between
the payload meter and the junction box is functional.
• Before the beginning of troubleshooting, turn key switch OFF. Wait 1 minute and turn key switch ON.

Load Lights Don’t Light During Loading
• Confirm that the truck operator uses the brake lock switch (NEUTRAL) during loading. Without this input, the
payload meter will not properly recognize swingloads.
• Confirm bulbs in payload lights by using lamp check mode.
• Confirm 15 A breaker CB-B in payload junction box.
• To continue troubleshooting, turn on all the payload lights using the lamp check mode of the Payload Data
Manager software.

Load Lights Remain ON
Load Lights Remain ON During Dumping
Display Doesn't Clear When The Load Is Dumped
• Confirm the body up switch signal. When the body up signal is not properly received during dumping, the
payload meter may maintain the lights after the body is lowered.
• Confirm the payload light wiring using the procedures in "Load Lights Don't Light During Loading".

Calibration Problems
• Confirm that the truck is empty and clean.

• Confirm that the payload meter is in the proper haul state. The payload meter must be in the empty, or tare
zone states to begin calibration. This can be checked by using the real-time monitor mode of the Payload Data
Manager software.
• The payload meter can be reset to acknowledge the beginning of a new haul cycle by raising the body when
the truck is empty. This may be necessary after servicing the suspensions.

Alarm 1 - Left Front Pressure High
Alarm 2 - Left Front Pressure Low
Troubleshoot Wiring to Left Front Suspension

These alarms indicate that the current being read by the payload meter is higher than 22ma or lower than 2ma.
The pressure sensor is designed to output 4-20ma over a pressure range of 4000 psi.
• Confirm 18v sensor supply at TB46-L in payload junction box.
• Confirm proper connection of signal circuit 39FD from left suspension connection box, TB42-B to payload
junction box TB46-F to payload meter connector R264, pin 39.

Alarm 3 - Right Front Pressure High
Alarm 4 - Right Front Pressure Low
Troubleshoot Wiring to Right Front Suspension

• Confirm proper connection of signal circuit 39FC from right suspension connection box, TB41-B to payload
junction box TB46-G to payload meter connector R264, pin 20.

Alarm 5 -Left Rear Pressure High
Alarm 6 - Left Rear Pressure Low
Troubleshoot Wiring to Left Rear Suspension


Alarm 7 - Right Rear Pressure High
Alarm 8 - Right Rear Pressure Low
Troubleshoot Wiring to Right Rear Suspension


Alarm 9 - Inclinometer High
Alarm 10 - Inclinometer Low
Troubleshoot Inclinometer Wiring

These alarms indicate that the voltage to the payload meter from the inclinometer is out of range. The voltage on
signal 39FE should be greater than 0.5v and less than 5.0v as measured in the junction box between TB46-.

Alarm 13 - Body Up Input Failure
The payload meter senses when the load is dumped without receiving a body-up signal. When the load quickly
drops below 50% without the body up signal, Alarm 13 is set. The alarm will be cleared when a normal dump cycle
is detected. A normal dump cycle will be detected when the body up signal is received, the load drops quickly and
the body down signal is received.

Alarm 16 - Memory Write Failure
Alarm 17 - Memory Read Failure

These alarms indicate that the payload meter has encountered a problem internally with its memory. It is recom-
mended that power to the payload meter be removed for 1 minute. First turn the key switch OFF. Wait 30 seconds,
then turn the battery disconnect OFF. Wait 1 minute before restoring power.
In cases where re-powering the payload meter does not restore normal operation, it may necessary to reprogram
the payload meter. All current data in memory will be lost. This will effectively restart the payload meter.
• See “Troubleshooting Abnormal Displays at Power-Up” for more information.

Alarm 18
Payload meter detected an undercharged suspension condition on the rear right suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 19
Payload meter detected an undercharged suspension condition on the rear left suspension.
The suspension may be in need of servicing. Refer to Section H in the shop manual for information on charging the
suspensions.
Alarm 22
The payload meter detected an empty carryback load in excess of the user-defined carryback threshold on two
consecutive haul cycles.
Stop the truck and clean any stuck material from the truck body.

Operator Switch Doesn't Work
Alarm 26 - User Switch Fault - SELECT
Alarm 27 - User Switch Fault - SET
• Confirm power to the payload meter speedometer and display gauge.

• Confirm that a laptop is not connected to the PLMIII system.
• Turn key switch OFF. Wait 1 minute and turn key switch ON. Confirm problem still exists.

Connector Map
This diagram shows the general location of connectors, terminal boards and miscellaneous connections.

Connectors

PLMIII CHECK OUT PROCEDURE
General Description 8. Return to the cab and check the speedometer/
display gauge. The gauge will display the cur-
The process consists of attaching dummy loads in
rent payload. With the EJ3057 harnesses
place of the suspension pressure sensors and
attached at the sensor locations, the payload
checking the pressures indicated by the payload
should be 0.
meter. In addition, connecting to the payload meter
using a laptop PC in order to confirm the latest soft- NOTE: The display can be used to quickly show the
ware version and the rest of the inputs and outputs of current readings from the four suspension pressure
the system. sensors and the inclinometer. This can be used
during regularly scheduled service periods to check
Tools Required the state of the suspensions. These displays are live
• Payload Data Manager software and will update as the values change. The display is
changed by pressing the 'SELECT' button on the
• EF9160 - Download Harness dashboard. The sequence of displays is:
• EJ3057 - Harness Str, PLMIII test (4 needed).
Checkout Procedure · PL= Payload

1. Attach one EJ3057 harness to the left-front sus-
pension connection box. The red alligator clip · Id= Operator ID
attaches to the 39F circuit at TB42-A. The white
alligator clip attaches to the 39FD circuit at
· tL= Total Shift Tons
TB42-B. The EJ3057 acts as a dummy load to
simulate a suspension pressure sensor for the
· LC= Shift Load Counter
payload system. · LF= Left Front Suspension Pressure
2. Attach one EJ3057 harness to the right-front
suspension connection box. The red alligator · rF= Right Front Suspension Pressure
clip attaches to the 39F circuit at TB41-A. The
white alligator clip attaches to the 39FC circuit
· Lr= Left Rear Suspension Pressure
at TB41-B. · rr= Right Rear Suspension Pressure
3. Attach one EJ3057 harness to the left-rear sus-
pension connection in the rear suspension con- · In= Inclinometer
nection box. The red alligator clip attaches to
the 39F circuit at TB61-A. The white alligator
clip attaches to the 39FB circuit at TB61-C. NOTE: The live displays cannot be cleared and the
SET button will have no effect.
4. Attach one EJ3057 harness to the right-rear
suspension connection in the rear suspension
connection box. The red alligator clip attaches NOTE: The units for the display are controlled by the
to the 39F circuit at TB61-A. The white alligator configuration of the payload meter. The payload
clip attaches to the 39FA circuit at TB61-B. meter defaults to display metric units, the pressures
5. In the PLMIII junction box, check the input volt- will be displayed in tenths of kg/cm2. For example, if
age on circuit 39G between TB45-B and TB45-
X. This voltage should be 24vdc from the batter-
the display shows 202 the actual value is 20.2 kg/
ies. cm2. If the payload meter is set to display short tons,
6. Turn the key switch ON. The speedometer/dis- the pressures will be displayed in psi (lbs/in2). To
play gauge on the dashboard will scroll the convert from kg/cm2 to psi, multiply by 14.2233.
truck type across the lower display. The payload 14.2233 psi (lbs/in2) = 1 kg/cm2.
meter defaults to 930E.
7. In the PLMIII junction box, check the sensor NOTE: The inclinometer displays whole degrees of
supply voltage on circuit 39F between TB46-L incline. Positive incline is when front of truck is point-
and TB45-X. This voltage should be 18vdc ing up.
±1vdc.

NOTE: The gauge will quickly display the type of 15. Press and hold the “SELECT” button on the
information being displayed every 1 minute. For
example, if the left-front pressure is being displayed,
dashboard. rr= will be displayed. Release the
button and the right-rear pressure will be dis-
Lf= will quickly display every minute. Only the played. This value should be in metric units.
payload display, PL= does not display this infor- The nominal value should be 23.4 kg/cm2
(332psi). Values between 17.6 and 29.2 kg/
mation.
cm2 (250 psi and 416 psi) are acceptable.
9. Press and hold the “SELECT” button on the
dashboard. Id= will be displayed. Release
the button and the Operator ID will be dis- dashboard. In= will be displayed. Release
played. This value should be 0. the button and the inclinometer value will be
displayed. This value is in degrees. The incline
will depend on how the truck is set during
dashboard. tL= will be displayed. Release assembly. Values between ±3° are acceptable.
the button and the total tons will be displayed. It is not necessary to zero this reading by
This value should be 0. adjusting the attitude of the inclinometer in the
buddy seat.
dashboard. LC= will be displayed. Release
the button and the number of loads will be dis- dashboard. PL= will be displayed. Release
played. This value should be 0. the button and the current payload will be dis-
played.
dashboard. Lf= will be displayed. Release
18. Connect a laptop to the PLMIII system. Typically
an EF9160 download cable is used. The pay-
the button and the left-front pressure will be dis- load meter connector is behind the buddy seat
played. This value should be in metric units. on the back wall on the side of the PLMIII
The nominal value should be 23.4 kg/cm2 mounting bracket. The laptop must have the
(332psi). Values between 17.6 and 29.2 kg/ Payload Data Manager software installed.
cm2 (250 psi and 416 psi) are acceptable. 19. Run the PC software.
13. Press and hold the “SELECT” button on the 20. From the main menu, select "Connect to Pay-
dashboard. rf= will be displayed. Release load Meter".
the button and the right-front pressure will be
displayed. This value should be in metric units.
The nominal value should be 23.4 kg/cm2
(332psi). Values between 17.6 and 29.2 kg/
cm2 (250 psi and 416 psi) are acceptable.
dashboard. Lr= will be displayed. Release
the button and the left-rear pressure will be dis-
played. This value should be in metric units.
The nominal value should be 23.4 kg/cm2
(332psi). Values between 17.6 and 29.2 kg/cm2
(250 psi and 416 psi) are acceptable.

21. The Connection Menu will be displayed. Select
"Configure Payload Meter".
NOTE: The frame serial number is located on a plate

mounted to the truck frame. The plate is outboard on
the lower right rail facing the right front tire. It is very
important to enter the correct frame serial number.
This number is one of the key fields used within the
haul cycle database. The field will hold 20 alpha-
22. Confirm that the PLMIII software version numeric characters.
matches the latest available version. As of 09- • On the Truck Configuration screen, enter the
May-01 the EJ0575-1 software version will dis- frame serial number in the appropriate field.
play as "01/28/01A". The latest version can be • Press the "Save Changes" button to program the
found at http://www.kms-peoria.com/payload. If change into the payload meter.
the version does not match the latest indicated
on the internet, download the latest and update
25. Setting the Customer Unit Number.
the PLMIII software using the Flashburn soft-
ware. See Checkout Procedure Confirmation
for more information. NOTE: Most mining operations assign a number to
each piece of equipment for quick identification. This
23. Using the Truck Configuration menu, set the fol-
number or name can be entered in the Customer
lowing:
Unit Number field. It is very important to enter
customer unit number. This number is one of the key
fields used within the haul cycle database. The field
will hold 20 alpha-numeric characters. If no truck
number has been specified, enter the frame serial
number.
• On the Truck Configuration screen, enter the
truck number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.
26. Setting the Komatsu Distributor.

NOTE: This field in the haul cycle record can hold the
name of the Komatsu distributor that helped install
• Set the time. the system. Komatsu also assigns a distributor
• Set the Date to today’s date. number to each distributor. This number is used on
• Set the Gauge display units to Metric, Short Tons all warranty claims. This Komatsu distributor number
or Long Tons according to the final destination of can also be put into this field. This number is one of
the vehicle. If nothing has been specified, set to the key fields used within the haul cycle database.
Metric Tons. The field will hold 20 alpha-numeric characters. If the
• Set the truck type to the proper truck model. distributor is not known, enter "UNKOWN".
• Press the “Save Changes” button to program the • On the Truck Configuration screen, enter the dis-
change into the payload meter. tributor name or number in the appropriate field.
• Press the "Save Changes" button to program the
change into the payload meter.
24. Setting the Frame Serial Number.

27. Setting the Komatsu Customer. 32. Confirm that the suspension pressures are
within range. The nominal value should be 23.4
NOTE: This field in the haul cycle record can hold the kg/cm2 (332psi). Values between 17.6 and
name of the mine or operation where the truck is in 2
29.2 kg/cm (250 psi and 416 psi) are accept-
service. Komatsu also assigns a customer number to
able. Record the values displayed.
each customer. This number is used on all warranty
claims. This Komatsu customer number can also be 33. Confirm that the inclinometer is within range
put into this field. This number is one of the key fields and record the value.
used within the haul cycle database. The field will 34. Confirm that the body up input is working cor-
hold 20 alpha-numeric characters. If the customer is rectly. Place a steel washer on the body up
not known, enter "UNKOWN" switch. The real time data screen should indi-
·On the Truck Configuration screen, enter the cus- cate "No". Remove the washer and the real time
tomer name or number in the appropriate field. data screen should indicate "Yes". The Haul
·Press the "Save Changes" button to program the Cycle State should change to "Dumping".
chnge into the payload meter.
35. Confirm that the brake lock input is working cor-
rectly. Turn the brake lock on using the switch
28. Press "Save Changes" and close the Truck on the dashboard. The real time data screen
Configuration screen and the Connection Menu. should indicate ON. Turn the brake lock off. The
29. From the main menu select "Connect to Pay- real time data screen should indicate OFF.
load Meter". 36. Turn on the green payload lights by checking
30. From the Connection Menu select "Configure "Green Light" and pressing the "Set Lights" but-
Payload Meter". Confirm that all previous ton. Check to be sure that only the green pay-
changes have been saved and close the Truck load lights on the truck are illuminated.
Configuration form. 37. Uncheck the green light and turn on the amber
31. From the Connection Menu select "Real Time payload lights by checking "Amber Light" and
Data". pressing the "Set Lights" button. Check to be
sure that only the amber payload lights are illu-
minated.
38. Uncheck the amber light and turn on the red
payload lights by checking "Red Light" and
pressing the "Set Lights" button. Check to be
sure that only the red payload lights are illumi-
nated.
39. Uncheck all the payload lights and press the
"Set Lights" button. Confirm that all the lights
are off.
40. Use the procedure for speedometer calibration
for the particular truck type to simulate a 25
MPH (40.2 Km/h) speed signal. Confirm that
this value is displayed by the speedometer on
NOTE: The weight shown on the real time data
the dashboard and the real time data screen.
screen is the sprung weight and includes the weight
The value can be ±1 MPH (±2 km/h). The brake
of the truck. Given the suspension pressure dummy
lock must be off for the PLMIII to recognize
loads, the nominal value shown should be 112 short
speed input.
tons (101 metric tons).
41. On the PC, close the Real Time Screen and the
Connection Menu and return to the Main Menu.

42. Remove the EJ3057 harness from the left front PLMIII CHECKOUT PROCEDURE
suspension junction box, TB42-A and TB42-B. CONFIRMATION
43. Wait at least 1 minute and remove the EJ3057
harness from the left-rear connections in the Flashburn Programming
rear junction box, TB61-B and TB61-C. General Instructions:
44. Wait at least 1 minute and remove the EJ3057 Before beginning, be sure the ".kms" file required to
harness from the right-rear connections in the program the product and you know where to find it on
rear junction box, TB61-A and TB61-C. your computer.
45. Wait at least 1 minute and remove the EJ3057 Programming will reset all the truck configuration
harness from the right-front connections in the information.
right-front junction box, TB61-B and TB61-C.
NOTE: Before starting this procedure, record the
46. Wait at least 1 minute. Payload Meter configuration information.
47. From the main menu of the PC software press
This information can be found using the Payload
the "Connect to Payload Meter" button.
Data Manager software. After programming, it will be
48. From the Connection Menu select "Display necessary to restore this information in the payload
Active Alarms". Confirm that the four alarms meter configuration.
displayed occurred in the proper order;
Left-front suspension low
1. Turn off power to the payload meter by turning
Left-rear suspension low the key switch OFF.
Right-rear suspension low 2. Start the "Flashburn" software installed on the
laptop.
Right-front suspension low
Flashburn
49. Close all screens and disconnect the laptop
from the PLMIII system. 1. Power Before programming, power must be
OFF turned off to the target device. Be sure
the power is turned off before continuing.
2. Select
Port
3. Select
File
4. Power
ON
< Back Next > Cancel
3. Confirm that the payload meter power is OFF

and press “NEXT".

4. Confirm the proper communications port for the
programming laptop. This is usually COM 1. Flashburn
Press “NEXT”.
1. Power Turn on power to the target device. This
OFF will start the programming process.
Flashburn
Comm Port: COM 1
2. Select
1. Power Select the serial communications port to Port Filename: 071000A.KMS
OFF use between the computer and the
Steps Status
target device. For most computers this 3. Select
2. Select will be COM 1.
File Connection: Complete
Port Preparation: Complete
COM 1 4. Power
3. Select Programming: Complete
ON
File
Verification: Complete
4. Power 61 %
ON
< Back Cancel
7. After successful programming, turn the key

witch OFF.
5. Press “BROWSE” and select the ".kms" file to 8. Wait 20 seconds and turn the key switch ON.
program into the payload meter. Press “NEXT”. 9. The payload meter will need to be configured as
instructed in the manual using the Payload Data
Flashburn Manager software on the laptop computer.
1. Power Select the file that will be used to

OFF program the target device. This file will
end with the ".KMS" extension.
2. Select
Comm Port: COM 1
Port
Filename: *.KMS Browse
3. Select
File
4. Power
ON
6. When instructed, turn the key switch ON in

order to power-up the payload meter. The PC
will begin to reprogram the payload meter. This
process takes approximately 5 minutes.

Confirmation Checklist
Use the Real Time Data Screen in order to verify the
checklist items in the table below.
Checklist Item Value Initials
PLMIII Software Version
User switch and display works properly
Left - Front Pressure
Right - Front Pressure
Left - Rear Pressure
Right - Rear Pressure
Inclinometer
Green light works properly
Amber light works properly
Red light works properly
Brake Lock input works properly
Body Up input works properly
Speed input works properly
Date
Truck
Signature

NOTES
PORTIONS OF THIS PRODUCT RELATING TO PAYLOAD MEASURING SYSTEMS ARE

MANUFACTURED UNDER LICENSE F ROM
L.G. HAGENBUCH holder of

U.S. Patent Numbers 4,831,539 and 4,839,835

SECTION M31
RESERVE ENGINE OIL SYSTEM
INDEX
RESERVE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
LED Monitor Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-4
Tank Fill Control (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
Filling Procedure (Remote fill feature) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-5
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 10 Hours, or once each shift: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Every 500 Hours: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
Changing Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-6
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
Circuit Breaker or Fuse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-7
SYSTEM ELECTRICAL SCHEMATICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M31-8
M31004 Reserve Engine Oil System M31-1

NOTES
M31-2 Reserve Engine Oil System M31004

RESERVE ENGINE OIL SYSTEM
The reserve engine oil system is designed to add
more oil capacity to the engine sump and to reduce
frequent servicing of the engine oil. The constant cir-
culation of oil between the engine sump and reserve
tank (9, Figure 31-1) increases the total volume of
working oil. This dilutes the effects of contamination
and loss of additives and maintains the oil quality
over longer periods. The system adds or removes oil
from the engine as required to maintain a constant
level which prevents over fills or under fills.
Filter (14) in the supply circuit protects the pumping
unit (11) and prevents transfer of contaminants to the
engine sump which might enter the tank during ser-
vicing. It also gives an added level of oil cleanup.
The normal supply system capacity of oil carried in
the reserve tank is roughly equivalent to the volume
in the engine. In the process of continuous adjust-
ment of the engine oil level, there is a constant circu-
lation of oil between the engine and the reserve tank.
The volume of oil in the tank becomes part of the
working oil for the engine. Oil change intervals may
usually be extended in proportion to the increased
working oil volume. Extension beyond a proportional
increase is often possible, but should be undertaken
only as determined by oil sampling and analysis. FIGURE 31-1. OIL RESERVE TANK
Local conditions such as engine application, climate, 1. Suction Line 8. Tank Fill Cap
and fuel quality should be taken into consideration 2. Remote Fill Line 9. Reserve Tank
before determining permissible oil life. 3. Fill Valve 10. Engine Add Line
4. Engine Add Line 11. Pumping Unit
5. Fill Switch 12. Sight Gauge
6. Air Relief Valve 13. Tank Add Line
7. Tank Fill Line 14. Filter

Operation LED Monitor Light
Engine oil is circulated between engine oil pan (1, • Steady - Pump 1 is withdrawing oil from the
Figure 31-2) and reserve tank (2) by two electrically engine sump and bringing down the oil level.
driven pumps (pump 1 and pump 2) within a single • Regular pulsing - Pump 2 is returning oil to the
pumping unit (4). The pumping unit is mounted on engine sump and raising the oil level.
the side of the reserve tank. The pump unit is
equipped with an LED monitor light on one side. • Irregular pulsing - Oil is at the correct running
level.
Pump 1 draws oil from the engine oil pan (1) at a
preset control point determined by the height of the
suction tube (6). Oil above this point is withdrawn
and transferred to the reserve tank. This lowers the
level in the engine oil pan until air is drawn.
Air reaching the pumping unit activates pump 2,
which returns oil from reserve tank (2) and raises
the engine oil level until air is no longer drawn by
pump 1. Pump 2 then turns off. The running level is
continuously adjusted at the control point by alter-
nating between withdrawal and return of oil at the
engine oil pan. The oil returning to the engine oil
pan is below the normal operating level to prevent
aeration of the oil.
FIGURE 31-2. RESERVE SYSTEM SCHEMATIC
1. Engine Oil Pan (Sump) 4. Pumping Unit (1 & 2) A. Oil Suction Line
2. Oil Tank 5. Air Relief Valve B. Oil Return Line
3. Oil Filter 6. Suction Tube C. Engine Oil Level

Tank Fill Control (Optional)
With the reserve oil system the engine oil level is
held constant, with only the reserve tank needing
routine filling. The fill system automatically controls
the filling of remote tank from a convenient ground
level position. Filling of the tank to the proper “full”
level is fast and accurate and accomplished in 2 to 3
minutes.
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
still be checked every shift using the dipstick.
If the engine oil has been drained from the engine oil
pan, the new oil must be added through the engine
fill tube. After an oil change, both engine and reserve
tank must be full of oil before starting the engine.
NOTE: DO NOT use the oil in the reserve tank to fill
the engine pan.
System switch (2, Figure 31-3) is an illuminated
push-pull POWER-ON switch that powers the fill sys-
tem. Start switch (3) is a momentary push button
switch that opens the fill valve mounted on the
reserve tank to begin the automatic filling of the
reserve tank. Supply oil under pressure flows
through the fill valve and into the tank.
Filling Procedure (Remote fill feature)

NOTE: This procedure adds oil to the reserve tank. FIGURE 31-3. RESERVE OIL TANK
1. Connect the pressure supply hose from the new REMOTE FILL
oil supply to the quick coupler on the truck.
Open valve on supply hose to apply pressure. 1. Remote Control Box 4. FULL Light
2. Pull out on system switch (2, Figure 31-3) to 2. System Switch 5. VALVE OPEN Light
turn the fill system on. 3. Start Switch
3. Push start switch (3). VALVE OPEN light (5)

should illuminate and the filling process will
begin.
4. When the tank is full, the VALVE OPEN light
will turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
6. Press and hold start switch (3) for a couple of
seconds to relieve oil pressure in the line.
7. Disconnect the new oil supply hose.
8. Push switch (2) in to turn fill system power off.

SERVICE Every 500 Hours:
Between oil drains, the only normal servicing 1. Change all engine and system filters, if applica-
required is routine replenishment of oil at the reserve ble.
supply tank. Maintenance of running levels should be 2. More system failures result from bad electrical
checked routinely; manually before starting the connections than all other causes combined.
engine and with the LED system monitor on the Check electrical system connections for tight-
reserve tank pumping unit (11, Figure 31-1) when the ness, corrosion and physical damage. Check
engine is running. battery, alternator, oil pressure switch, junction
There is also an in-line filter (screen) installed at the boxes, remote control fill box and circuit break-
inlet of the fill valve (3, Figure 31-1). This filter ers.
requires no periodic maintenance, but it can be 3. Examine electrical cables over their length for
cleaned by removing it from the system and back possible damage.
flushing through the filter. 4. Small hose leaks can cause system malfunc-
CAUTION: Always check the engine oil level tion. Examine all hoses, including those on the
before starting engine. Use the engine dipstick. reserve tank and the ones leading to and from
the engine for leaks, cracks or damage. Check
Every 10 Hours, or once each shift: all fittings for tightness, leakage or damage.
1. Before starting engine, check oil level using
engine dipstick. Oil level should be in normal Changing Oil
operating range. If not, check the reserve sys- 1. Drain both the engine sump and the reserve
tem for proper operation. tank. Refill both engine and reserve tank with
2. The engine oil quality will be best if the reserve new oil to proper levels.
tank is kept reasonably full. Check the oil level 2. Change engine and reserve tank filters as
in the reserve tank. As a minimum guideline, if required.
the oil is below the half-full level, fill the tank
3. Start engine and check for proper operation.
manually so the oil is just visible in the top sight
glass or by using the automatic fill control NOTE: Do not use the oil in the reserve tank to fill the
method. engine sump. Both must be at proper level before
3. After starting and warm-up, check engine oil starting engine.
level signal (LED) to verify that the engine is The engine oil level should be checked with the
being maintained at the preset running oil level. engine dipstick at every shift change. The oil level in
The signal should alternate between periods of the reserve tank must also be checked at every shift
‘steady on’ and ‘flashing’. change. Oil must be visible in the middle sight gauge.
If not, add oil to the reserve tank until oil is visible in
the top sight gauge

TROUBLESHOOTING NOTE: There is a condition that would show a level
higher than the controlled point. If both the engine
It is important to understand the LED signal for the
and reserve tank are overfilled, there is no room in
pumping unit. It is used primarily to verify that the
the tank to draw the oil level down in the engine. In
system is maintaining the oil level at the level of the
this case, the LED signal would never start
open end of the withdrawal tube in the engine oil pan.
FLASHING because pump 1 is never receiving air. It
The signal is also a valuable tool in troubleshooting
will continue to pump oil from the engine to the tank,
the system.
but because the tank is full, the oil will be routed back
When the signal is STEADY (not flashing), pump 1 is to the engine via the air relief valve on top of the tank.
running and oil is being withdrawn from the engine
and being transferred to the reserve tank.
When the signal is FLASHING, pump 1 is drawing air There are two explanations for an overfilled tank and
from the suction tube which triggers operation of the engine:
pump 2 to operate and transfer oil back to the engine • When the tank is filled to “FULL” and the engine
from the tank (the flashing is actually the pulses of is overfilled.
pump 2). When the oil is at the correct level in the
engine, air and oil are alternatively entering the suc- • When oil is added directly to the engine between
tion tube, with pump 1 commanding operation of oil changes. The system transfers the oil to the
reserve tank until it can not receive any more and
pump 2 with each portion of air that comes through
the engine remains overfilled. It is, therefore,
the line. important that oil should be added only to the
This is a complete test for proper operation of the reserve tank between oil changes; except, of
pumping unit. This operation can be accomplished course, if the engine is extremely low.
without running the engine by jumping the oil pres-
sure switch that activates the system.
1. If the signal light is STEADY, pump 1 should be
pumping oil. Verify by loosening the hose at Circuit Fuse
pump 1 outlet to verify that oil is coming through
The Reserve System is protected by a 15 amp fuse
(pump 1 is marked by a groove on its outlet).
(Fuse Block 2, position 10) located in the auxiliary
2. Loosen the hose at the inlet of pump 1 to admit control cabinet.
air. Pump 2 should then run and the signal
should be flashing. Verify proper pumping of For circuit information, refer to the system schematic
pump 2 by loosening the hose at its outlet to in the back of the shop manual.
see that oil is coming through.
3. Re-tighten the inlet hose on pump 1. The pump
should again receive oil and the flashing should
stop.

SYSTEM ELECTRICAL SCHEMATICS
FIGURE 31-4. FILL SYSTEM SCHEMATIC

1. Fill Valve 4. Battery Disconnect Box
2. Oil Level Sensor (top 5. Ground Wire
of reserve oil tank) 6. Remote Fill Control Box
3. 15 Amp Circuit Breaker

SECTION N
OPERATOR CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-1
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-1
OPERATOR CAB CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
N01020 Index N1-1

NOTES
N1-2 Index N01020

SECTION N2
TRUCK CAB
INDEX
TRUCK CAB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
TRUCK CAB AND COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-5
CAB DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Door Jamb Bolt Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-7
Door Handle Plunger Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-8
Replace Door Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-9
Replace Door Window Regulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-13
Replace Door Handle or Latch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door and Door Hinge Seal Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-14
Door Opening Seal Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-15
GLASS REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Adhesive-bonded Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
Replacement Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-16
WINDSHIELD & REAR GLASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-18
N02019 Truck Cab N2-1

NOTES:
N2-2 Truck Cab N02019

TRUCK CAB
TRUCK CAB AND COMPONENTS

DESCRIPTION
The truck cab is a fully insulated design incorporating
an integral ROPS structure for maximum operator
comfort and safety. All gauges, switches, and con- DO NOT attempt to modify or repair damage to
trols have been designed to simplify operation and the ROPS structure without written approval from
are placed within easy reach of the operator. Servic- the manufacturer. Unauthorized repairs to the
ing of cab and associated electrical systems is sim- ROPS structure will void certification. If modifica-
plified by use of heavy-duty connectors on the tion or repairs are required, contact the servicing
various wiring harnesses. Hydraulic components are Komatsu Distributor.
located outside of the interior and are accessed
through covers (2, Figure 2-1) on the front of the cab.
FIGURE 3-1. CAB ASSEMBLY

1. Mounting Pad 6. Retard Light (Retarder Applied)
2. Access Covers 7. Lifting Eye
3. Filter Cover 8. Rear, Side Glass
4. Windshield Wiper Arms 9. Front, Side Glass
5. Stop Light (Service Brakes Applied)

Prior to cab removal or repair procedures, it may be 7. Close heater shutoff valves located at the water
necessary to remove the body to provide clearance pump inlet housing on the right side of the
for lifting equipment to be used. If body removal is engine and at the water manifold. Disconnect
not required, the body should be raised and the heater hoses at each valve and drain coolant
safety cables installed at the rear of the truck. into a container.
8. Remove clamps and heater hoses from fittings
underside of deck, below heater.
Do not attempt to work in deck area until body

safety cables have been installed.
Federal regulations prohibit venting air condi-

Removal tioning system refrigerants into the atmosphere.
An approved recovery/recycle station must be
NOTE: The following procedure describes removal of
used to remove the refrigerant from the air condi-
the cab as a complete module with the hydraulic
tioning system.
brake cabinet attached. All hoses and wire
harnesses should be marked prior to removal for 9. If the truck is equipped with air conditioning,
identification to ensure correct reinstallation: evacuate the air conditioning system:
1. Turn the key switch to the OFF position and a. Attach a recycle/recovery station at the air
allow at least 90 seconds to bleed the steering conditioning compressor service valves.
accumulator. Turn the steering wheel to be sure (Refer to "Heater/Air Conditioning System" in
no pressure remains. this section for detailed instructions.)
2. Block truck securely, and open the brake accu- b. Evacuate air conditioning system refrigerant.
mulator bleed down valves on the accumulators c. Remove the air conditioner system hoses
located in the cabinet mounted on the rear of routed to the cab from the receiver/drier and
the cab. Allow sufficient time for accumulators compressor. Cap hoses and fittings to pre-
to bleed down completely. vent contamination.
3. Open the battery disconnect switches located at
10. Attach a lifting device to the lifting eyes provided
one end on the battery box.
on top of the cab.
4. Disconnect hydraulic hoses routed to frame
from fittings at rear of cab under brake cabinet
(3, Figure 2-2). (It is not necessary to discon-
nect hoses (2) attached to, and routed under
the cab.) Cap all fittings and plug hoses to pre-
vent contamination. The cab assembly weighs approximately 2270 kg
(5000 lbs). Be sure lifting device is capable of lift-
5. Disconnect wire harnesses at connectors (5) ing the load.
located under hydraulic cabinet.
11. Remove the cap screws and washers from each
6. Remove cable and hose clamps as needed for
mounting pad (1, Figure 2-1) at the corners of
cab removal
the cab.
NOTE: The tool group shipped with the truck
contains the following tools which may be used to
remove the inner cap screws, as clearance is limited:
• PB8326 - 1-1/2" offset wrench
• TZ2733 - Tubular Handle
• TZ2734 - 3/4" torque wrench Adaptor

FIGURE 3-2. CAB HYDRAULIC AND ELECTRICAL CONNECTIONS
1. Cab 4. Hoist Valve Hoses
2. Steering Control Valve 5. Electrical Harness Connectors
3. Hydraulic Components Cabinet
12. Check for any other hoses or wiring which may 2. After cab is positioned, insert the remaining cap
interfere with cab removal. screws and hardened washers. (32 total).
Tighten the cap screws to 950 N·m (700 ft lbs)
13. Lift the cab assembly off the truck and move to
torque.
an area for further service.
3. Route wire harnesses to the electrical connec-
14. Place blocking under each corner of the cab to
tors on the rear corner of the cab (5, Figure 2-
prevent damage to floor pan and hoses before 2). Align cable connector plug key with recepta-
cab is lowered to the floor. cle key and push plug onto receptacle. Carefully
thread retainer onto receptacle and tighten
Installation
securely. Install clamps if removed during cab
1. Lift cab assembly and align mounting pad holes removal.
with tapped pads. Insert at least one cap screw 4. Remove caps from hydraulic hoses and tubes
and hardened washer at each of the four pads and reinstall. Reinstall hose clamps as required.
prior to lowering cab onto the truck.
5. Install heater hoses and clamps on fittings on
NOTE: The tool group shipped with the truck underside of cab. Connect other end of hose to
contains the following tools which may be used to fittings at shutoff valves on engine. Open heater
remove the inner cap screws, as clearance is limited: shutoff valves. Connect air cleaner restriction
• PB8326 - 1-1/2" offset wrench indicator hoses.
• TZ2733 - Tubular Handle

• TZ2734 - 3/4" torque wrench Adaptor

6. Remove caps and reinstall air conditioning sys- 5. Insert lifting sling through door and attach to
tem hoses from compressor and receiver/drier. hoist. Remove cap screws (a swivel socket
7. Refer to "Heater/Air Conditioning System" for works best) securing door hinge to cab and lift
detailed instructions regarding evacuation and door from cab.
recharging with refrigerant. 6. Place door on blocks or on a work bench to pro-
8. Close brake accumulator bleed down valves. tect the window glass and allow access to inter-
nal components for repair.
9. Close battery disconnect switch.
10. Service hydraulic tank and engine coolant as
required.
11. Start the engine and verify proper operation of
Installation
all controls.
1. Attach sling and hoist to door assembly, lift door
12. Ensure air conditioning system is properly
up to the deck and position door hinges to cab.
recharged.
2. Align door hinges with cab and install cap
screws securing door to cab.
3. Attach the travel limiting strap with the bolt and
clip removed previously.
CAB DOOR 4. Reconnect door harness to receptacle mounted
The cab door assemblies are similar except for the in the cab floor.
hinge side. Each is hinged on the rear edge with a 5. Verify proper operation of power window and
heavy duty hinge. For repairs on the door latches or door latch adjustment.
window controls it is usually better, but not neces- 6. Install door panel.
sary, to remove the door from the cab and lower it to
the floor for service.
Removal
1. If overhead space is available, raise body to Door Adjustment
allow access to door with overhead hoist.
If adjustment is necessary to insure tight closure of
Secure body in raised position with safety
door, loosen striker bolt in the door jamb, adjust, and
cables.
retighten.
2. Lower door glass far enough to allow insertion
of lifting sling when door is removed. A rubber sealer strip is mounted with adhesive
around the perimeter of the door assembly to
3. Remove door panel for access to power win-
exclude dirt and drafts. This sealer strip should be
dow motor harness connector. Disconnect
kept in good condition and replaced if it becomes
motor and remove cab harness from door.
torn or otherwise damaged.
4. Remove the retainer clip and bolt clip from the
travel limiting strap.

Door Jamb Bolt Adjustment 4. The door seal should firmly grip the paper all
along the top, front, and bottom edge of the
Over a period of time, the door latch mechanism and
door. If the paper is loose all around, REPEAT
door seals may wear and allow dirt and moisture to
STEP 2. If the paper is firmly gripped, but can
enter the cab. To insure proper sealing of the door
be removed without tearing it, open door and
seals, the door jamb bolt may need to be adjusted
tighten the jamb bolt completely without affect-
periodically.
ing the adjustment.
5. If the paper slips out from the door seal easily
along the top and not at the bottom, the door
itself will have to be "adjusted". Or if the paper
slips out easier at the bottom than at the top,
the door will have to be "adjusted".
• If seals are tight at bottom of door, but not at top,
place a 4 x 4 block of wood at the bottom edge of
the door, below the handle. Close the door on the
wood block and press firmly inward on the top
corner of the door. Press in one or two times,
then remove the wood block and check seal
tension again using the paper method. Seal
compression should be equal all the way around
the door. If seal is still loose at the top, repeat
procedure again until seal compression is the
FIGURE 3-3. DOOR JAMB BOLT ADJUSTMENT same all the way around.
1. Washer 3. Frame • If seal compression is greater at the top than at
2. Striker Bolt 4. Seal the bottom of the door, place a 4 x 4 block of
wood at the top corner of the cab door. Then
press firmly inward on the lower corner of the
door. Press in one or two times, then remove the
Step A. If the door closes, but not tightly enough to wood block and check seal compression again.
give a good seal between the seal on the door and Seal compression should be equal all the way
the cab skin: around the door. If seal is still loose at the
bottom, repeat procedure again until seal
1. Mark the washer location (1, Figure 1) portion of compression is uniform all the way around.
the door jamb bolt with a marker, pen, or pencil
by circumscribing the outside edge of the
Step B. If the door springs back when trying to close
washer onto the jamb.
it, the striker bolt (2, Figure 2-4) has probably loos-
2. Loosen the door jamb bolt (2) and move straight ened and slipped down from where the catch can
inwards 1/16" and retighten. engage with the bolt.
3. Hold a piece of paper such as a dollar bill
1. Open the door and close both claws (3 & 5, Fig-
between where the door seal (4) will hit the skin
ure 2-4) on the catch until they are both fully
of the cab and firmly close the door ensuring
closed.
that it latches on the second catch. (The door
latch mechanism has a double catch mecha-
nism.)

2. Transfer the center of this opening onto the skin Door Handle Plunger Adjustment
of the cab nearest where the door jamb bolt is
If the door handle becomes inoperative, it can either
located. Use a T-square or other measuring
be adjusted or replaced. The following is a procedure
equipment and mark on the cab with a pencil.
for adjusting the exterior door handle plunger.
NOTE: Release the door catch before trying to
close the door. 1. Determine the amount of free play in the door
release plunger by pushing in on the plunger
until it just contacts the door release mecha-
nism. Measure the distance that the plunger
travels (Figure 2-5) from this position to where
the plunger is fully released.
FIGURE 3-5. MEASURING TRAVEL DISTANCE OF

PLUNGER
2. Remove door panel.
FIGURE 3-4. DOOR JAMB BOLT ADJUSTMENT a. Remove hair pin clip (1, Figure 2-6) and bolt
(2) from the door check strap closest to the
1. Washer 3. Frame
door.
2. Striker Bolt 4. Seal
b. Remove 2 cap screws (3), which hold the
door strap bracket to the door.
3. Loosen and vertically align (center) the door
jamb bolt with this mark and tighten it firmly c. Disconnect wiring harness (4) to the window
enough to hold it in place but still allow some regulator.
slippage. d. Open the door as far as possible in and
4. Carefully try to close the door (4) and determine remove the internal door panel.
if this has helped the "springing" problem. If the e. Before removing all door panel mounting
door latches but not firmly enough, follow proce- screws, support the panel to prevent the
dures listed previously in "Step A". If the door assembly from dropping. Remove 15 mount-
latch does not catch, move the bolt outwards ing screws (5).
and try again. When corrected, follow adjust-
ment procedures listed in "Step A" to ensure a
good seal. By design, if both seals are in good
condition, proper adjustment of the outside seal
will ensure good contact on the inside seal to
prevent dust and moisture from entering the
cab.

NOTE: Remove panel screws across the top last. Replace Door Glass
1. Remove hair pin clip (1, Figure 2-6) and bolt (2)
from the door check strap closes to the door.
NOTE: Door glass and internal door panel will

drop when door panel screws are removed.
• Carefully lower the door panel a few inches. Hold

glass at top to prevent it from dropping. Slide the
door panel toward the cab to disengage the
window regulator roller (Figure 2-7) from the track
on the bottom of the glass. Slide the panel away
from the cab to disengage the other top roller and
lower roller from its tracks. Place the panel out of
the way after removal.
a. Lift door glass and support at the top of the
frame.
b. Remove 2 screws (Figure 2-8) holding the
roller track to the bottom of the door glass.
3. Remove cap screw and nut from inside release
lever (1, Figure 2-14).
4. Remove the four mounting screws that holds
FIGURE 3-6.
the latch mechanism in the door (2).
5. Remove door latch mechanism (4). Check to 1. Hair Pin Clip 4. Wiring Harness
see if door latch mechanism works properly by 2. Door Strap Bolt 5. Panel Screws
performing the following test. 3. Strap Bracket 6. Window Regulator
Mounting Screw
a. Close latch mechanism pawls
b. Operate inside door release lever to see if 2. Remove 2 M8X12 cap screws (3), which hold
pawls open. If pawls do not open, replace the door strap bracket to the door.
assembly.
3. Disconnect wiring harness (4) to the window
c. Close pawls again. regulator.
d. Press the outside door button to see if pawls 4. Open the door as far as possible in order to
open. remove the internal door panel.
e. If mechanism operates properly go on to
STEP 6. If mechanism does not work prop-
erly, replace with a new door latch assembly
then continue with STEP 6.
6. Remove the mounting screws (3) from the out-
side door handle. With the door handle Door glass and internal door panel will drop
removed, adjust the plunger counter clock wise when door panel screws are removed.
to increase the height of the door handle
release button. Lock the plunger cap screw with
locking nut. Apply lock tight to prevent screw
from working loose.
7. Reassemble door assembly by reversing the
previous steps.

5. Before removing all door panel mounting 7. Remove 2 screws (Figure 2-8) holding the roller
screws, support the panel to prevent the track to the bottom of the door glass.
assembly from dropping. Remove 15 mounting
screws (5).
NOTE: Remove panel screws across the top last.
6. Carefully lower the door panel a few inches
(Figure 2-7). Hold glass at top to prevent it from
dropping. Slide the door panel toward the cab to
disengage the window regulator roller from the
track on the bottom of the glass. Then slide the
panel away from the cab to disengage the other
top roller and the lower roller from their tracks.
Place the panel out of the way after removal.
FIGURE 3-8.
8. Support glass in door frame as shown (1, Fig-

ure 2-9). Remove screws (2) that hold the
adapter for the window regulator track.
FIGURE 3-7.
FIGURE 3-9.
1. Support Block 2. Screws

10. Lift door glass up in the frame (1, Figure 2-12)
so that it is near the top. Holding the glass in
place, tilt frame out at the top. Lift frame and
glass straight up and out of door.
Bracket (2, Figure 2-12) at bottom of glass must

clear the door frame, if still on glass.
FIGURE 3-10.
1. Screws 2. Rubber Felt Insert
Remove the screw at the lower end of the window

channels. It is necessary to pull the rubber felt insert
(2, Figure 2-10) out of the channel in order to be able
to remove the screws.
9. Remove the trim material covering the screws
holding the window frame to the door. Remove
screws (1, Figure 2-11) holding window frame
to the door.
Note: Screws along the bottom of window frame may
be shorter than along the top and sides.
FIGURE 3-12.
1. Window Frame 2. Window Bracket
11. Move window glass and frame to an area where

the glass can be removed. Slide the glass down
and out of the window channels.
12. Before installing new window glass, first inspect
the window frame. In each corner there is an "L"
shaped bracket with 2 screws in it to hold the
corners of the frame together. Check the
screws (1, Figure 2-10) to be sure they are tight.
Also be sure the rubber felt insert in the window
channels is in good condition. Replace, if nec-
essary.
FIGURE 3-11.
1. Screws

13. Slide the new window glass into the window 16. Reinstall window frame screws which holds it to
frame glass channels. Move the glass to the top the door frame.
of the frame.
14. Lift window frame, holding glass at the top of the
frame, and lower the assembly into the door.
Screws along the bottom of window frame may
be shorter than the ones along the sides and top.
These screws must be used in this area to pre-
vent the window glass from being scratched or
cracked. See Figure 2-11.
17. Install trim material over the top of screws that
holds the window frame to the door. Use a flat
blade screwdriver to assist with installing the
trim material. See Figure 2-15. Be careful not to
cut the retainer lip on the trim material.
FIGURE 3-13.
1. “L” Shaped Brackets
Be sure the one channel (5, Figure 2-14) which is

next to the door latch passes to the inside of the
latch assembly (4).
15. Lower glass in frame and support it as seen in
Figure 2-9.
FIGURE 3-14.
1. Cap Screw & Nut 3. Mounting Screw - Out-
2. Mounting Screws - side Door Handle
Latch 4. Latch Assembly
5. Window Frame

18. Install the 2 screws removed in step 8. Be sure 22. Lift door panel, regulator and glass up to align
the rubber felt insert is back in place after screw holes in the panel with holes in door
installing the screws. frame. Install screws that retain panel to door
frame.
19. Reinstall window regulator track bracket as
seen in Figure 2-7. Be sure nylon bushings and 23. Hook-up electrical connector for the window
gaskets are installed properly to prevent dam- regulator. Install the two cap screws that hold
age to the glass. the door strap bracket to the door frame.
20. Lift window glass in frame and install window 24. Align door check strap opening with holes in the
regulator roller track to bracket installed in step bracket and install bolt. Install the hair pin clip.
18. See Figure 2-8. See Figure 2-6.
21. Holding window glass as seen in Figure 2-9 (a
few inches from the top.) Install lower and upper
regulator rollers in their tracks. Start by moving
door panel (with window regulator) away from Replace Door Window Regulator
cab just far enough to allow the rollers to enter
their tracks. Then with the rollers in the tracks 1. Follow steps 1-6 procedure for door glass
slide the panel toward the cab. Move the panel replacement.
just far enough to allow the upper regulator 2. Move inner panel assembly to a work area to
roller to go into the track on the bottom of the enable replacement of the window regulator.
glass. Remove 4 mounting screws. See 6, Figure 2-6.
3. Replacing Window Regulator Motor, or Window
Regulator Assembly:
a. If replacing the motor assembly of the win-
dow regulator, be sure the worm gear on the
motor is engaged properly into the regulator
gear. Also, the regulator should be in the UP
position before replacing the motor assem-
bly. Be sure the motor mounting screws are
tight.
b. If replacing the window regulator assembly,
the new regulator should be in the UP posi-
tion before being mounted.
4. Mount window regulator to the inner panel with
the 4 mounting screws removed in step 2. Be
sure screws are tight.
5. Refer to door glass replace procedure and fol-
low steps 20-23 to complete replacement.
FIGURE 3-15.

Replace Door Handle or Latch Assembly Door and Door Hinge Seal Replacement
The cab doors are equipped with serviceable latch 1. The door assembly seal has only three mem-
handle assemblies (inner and outer). If they become bers to it (sides and top) and is glued on the
inoperative, they should be replaced by a new door. This seal can be replaced by peeling the
assembly. The outer latch handle assembly on each seal away from the door frame. Then use a suit-
door is furnished with a key-operated lock to enable able cleaner to remove the remaining seal and
the operator to lock the truck cab while the truck is glue material.
parked unattended. 2. The area where the door seal mounts should be
1. Follow steps 1-6 procedure for door glass free of dirt and oil. Spread or spray a glue which
replacement. is quick drying and waterproof onto the area
where the seal is to installed.
2. Refer to Figure 2-14. Remove cap screw and
nut (1) from inside door handle. 3. Install the seal so that the corners of the seal fit
up into the corners of the door frame (3, Figure
3. Remove 4 mounting screws (2) for the latch.
2-16).
Remove old latch assembly.
4. The Door Hinge Seal is glued to the hinge. Use
* If replacing the latch assembly go to step 5. the same procedure as above for this seal (2,
4. If replacing the outside door handle, remove 3 Figure 2-17).
screws holding handle to door panel (3, Figure
2-14).
Note: Only 1 screw is shown, the other 2 are behind
the latch assembly.
5. Install new latch assembly and align mounting
holes. Install 4 mounting screws. Be sure they
are tight.
6. Align inside door handle and install cap screw
and nut (3 Figure 2-14).
7. Follow steps 20-23 of the door glass replace-
ment procedure to complete the repair.

Door Opening Seal Removal
1. Starting at the lower center of the door opening,
pull up on one end of the seal. Seal should pull
loose from the cab opening lip. Pull seal loose
all the way around the opening (1, Figures 2-16
& 2-17).
2. Inspect cab opening lip for damage, dirt, or oil.
Repair or clean cab opening as necessary.
Remove dirt, old sealant etc. Be certain perime-
ter of opening is clean and free of burrs, etc.
Installation
1. Install the seal material around the door open-
ing in the cab. Start at the bottom center of the
cab opening and work the seal lip over the edge
of the opening. Go all the way around the open-
ing. Be sure that the seal fits tight in corners. A
soft face tool may be used to work the seal up FIGURE 3-16.
into the corners.
2. Continue going all the around the opening. 1. Door Opening Seal 3. Door Assembly Seal
When the ends of the seal meet at the starting
bottom center of the cab opening, it may be
necessary to trim off some of the seal.
NOTE: The ends of the seal material need to be
square-cut to assure a proper fit.
3. Fit both ends so that they meet squarely, then
while holding ends together, push them firmly
into the center of the opening.
FIGURE 3-17.
1. Door Opening Seal 2. Door Hinge Seal

GLASS REPLACEMENT Replacement Procedure
Adhesive-bonded Windows
Recommended Tools/Supplies The first concern with all glass replacement is

• Cold knife, pneumatic knife, or a piano wire SAFETY! Wear heavy protective gloves and
cutting device, long knife. Cutout tools are safety eyeglass goggles when working with
available at an auto glass supply store. glass.
• Heavy protective gloves 1. Using chosen cut-out tool, slice into existing
• Safety eyeglass goggles urethane adhesive and remove window.
2. Carefully clean and remove all broken glass
• Windshield adhesives, proper cleaners, primers
chips from any remaining window adhesive.
& application gun
The surface should be smooth and even. Use
• SM2897 glass installation bumpers (6 - 7 per only clean water.
window) NOTE: Removal of all old adhesive is not required;
• Window glass (Refer to Parts Catalog) just enough to provide an even bedding base.
Recommended adhesives: SikaTack Ultrafast or
Ultrafast II (both heated). Vehicle can be put into 3. Using a long knife, cut remaining urethane from
service in 4 hours under optimum conditions. Heated vehicle, leaving a bed 2-4 mm thick. If existing
adhesives require a Sika approved oven to heat urethane is loose or otherwise unsound, com-
adhesive to 80° C (176° F). pletely remove. Leave the installation bumpers
Sikaflex 255FC or Drive (unheated). Vehicle can be in place, if possible. Clean metal with Sika Akti-
put into service in 8 hours under optimum conditions. vator, allow ten minutes to dry. Then paint on a
thin coat of Sika Primer 206G+P and allow ten
Sika Corporation minutes to dry.
30800 Stephenson Hwy.
4. Using only the new side window(s) which are to
Madison Heights, MI 48071
be bonded in place, center the new glass over
Toll Free Number: 1-800-688-7452
opening in the cab. Using a permanent marker,
Fax number: 248-616-7452
mark on the cab skin along all the edges of the
http://www.sika.com or
new glass that is to be installed. All edges must
http://www.sikasolutions.com
be marked on the cab in order to apply the
adhesive in the proper location.
5. Using Sika Primer 206G+P, touch up any bright
metal scratches on the metal frame of vehicle.
Do not prime existing urethane bed. Allow to dry
for ten minutes.
Due to the severe duty application of off-highway
vehicles, the cure times listed by the adhesive
manufacturer should be doubled before a truck is
moved. If the cure time is not doubled, vibration
or movement from a moving truck will weaken
the adhesive bond before it cures, and the glass
may fall off the cab.
If another adhesive manufacturer is used, be cer-
tain to follow that manufacturer's instructions for
use, including the use of any primers, and double
the allowances for proper curing time.

6. Using a clean lint free cloth, apply Sika Aktiva- NOTE: Do not allow the truck to move until double
tor to the black ceramic Frit surrounding the the cure time for the adhesive has passed.
new window. Use a clean cloth and wipe off Otherwise, vibration or movement from a moving
Sika Aktivator. Allow ten minutes to dry. truck will weaken the adhesive bond and the glass
7. For the side windows, be sure to utilize a total may fall off the cab.
of six or seven (SM2897) glass installation
bumpers to the cab, equally spaced around the
previously marked glass perimeter, approxi-
mately 0.75 in (19 mm) inboard from where the
edge of the glass will be when installed. Be certain to follow all the adhesive manufac-
turer's instructions for use, including full allow-
NOTE: Be careful not to place adhesive too far ances for proper curing time. The curing time
inboard, as it will make any future replacement more may be as long as 48 hours (24 hours for some
difficult. adhesives, then double it) before a truck can be
driven.
8. Apply a continuous even bead of the adhesive
approximately 0.38 in. (10 mm) in diameter to 11. Remove tape or prop from glass after the cure
the cab skin at a distance 0.50 - 0.63 in. (13 - 16 time has expired.
mm) inboard from the previously marked final
location of the glass edges from Step 4.
9. Immediately install glass to the vehicle. Care-
fully locate the glass in place with the black
masking side towards the adhesive. Carefully
press firmly, but not abruptly, into place assur-
ing that the glass is properly seated. DO NOT
POUND THE GLASS INTO PLACE.
10. Using a wooden prop and furnace/duct tape,
hold the glass in place for at least two (2) full
hours (or double the adhesive manufacturer’s
curing time, which ever time is longer).

WINDSHIELD & REAR GLASS Installation
Two people are required to remove and install the 1. If the weatherstrip material previously removed
windshield or rear glass. One person inside the cab, is broken, weathered, or damaged in any way,
and the other person on the outside. use new rubber weatherstrip material.
Special tools are available from local tool suppliers NOTE: Using a non-oily rubber lubricant on the
that are helpful in removing and installing automotive weatherstrip material and cab opening will make the
glass. following installation easier:
a. Install the weatherstrip around the opening in

Removal
the cab for the glass. Start with one end of
1. If windshield is to be replaced, lift windshield the weatherstrip at the center, lower part of
wiper arms out of the way. the window opening and press the weather-
2. Starting at the lower center of the glass, pull the strip over the edge of the opening.
weatherstrip locking lip out (2, Figure 2-18 or 2- b. Continue installing weatherstrip while going
19). Use a non-oily rubber lubricant and a all the around the opening. When the ends of
screwdriver to release the locking lip. the weatherstrip meet at the starting point at
3. Remove glass from weatherstrip by pushing out the lower, center area of the window open-
from inside the cab. ing, there must be 12.7 mm (0.5 in.) of over-
4. Clean weatherstrip grooves of dirt, sealant etc. lapping material.
Be certain perimeter of cab glass opening is NOTE: The ends of the weatherstrip material need to
clean and free of burrs etc. be square-cut to assure a proper fit.
c. Lift both ends so that they meet squarely,

then while holding ends together, force them
back over the lip of the opening.
2. Lubricate the groove of the weatherstrip where
the glass is to be seated.
a. Lower the glass into the groove along the
bottom of the opening.
b. Two people should be used for glass instal-
lation. Have one person on the outside of the
cab and push in on glass against opening,
while the person inside uses a soft flat tool
(plastic knife) and goes around the glass to
work the weatherstrip over the edge of the
glass.
FIGURE 2-18. Front Windshield

1. Glass 3. Weatherstrip Material
2. Locking Lip 4. Sheet Metal

3. After the glass is in place, go around the weath-
erstrip and push in on the locking lip (2, Figure
2-18 or 2-19) to secure the glass in the weather-
strip.
4. If windshield was being replaced, lower wind-
shield wiper arms/blades back to the glass.
FIGURE 2-19. Rear Window
1. Glass 3. Weatherstrip Material

2. Locking Lip 4. Sheet Metal

NOTES:

SECTION N3
CAB COMPONENTS
INDEX
CAB COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WINDSHIELD WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WIPER LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-4
WINDSHIELD WASHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-5
OPERATOR SEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Seat Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
Seat Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-7
N03025 Cab Components N3-1

NOTES:
N3-2 Cab Components N03025

CAB COMPONENTS
WINDSHIELD WIPERS 3. While holding the linkage stationary, remove

nut (10, Figure 3-1) and disconnect the linkage
The windshield wipers are operated by a 24 volt elec- from the motor.
tric motor. The wipers can be adjusted for a variable
4. Remove three cap screws (6) with washers
intermittent delay or a constant low or high speed by
attaching the wiper motor to plate (5). Remove
the switch mounted on the turn signal lever.
the motor assembly.
WIPER MOTOR Installation
Removal 1. Place wiper motor (1, Figure 3-1) into position
1. Remove the large access panel from the front on plate (5).
of the cab. 2. Install three cap screws (6) with flat washers (7)
2. Disconnect the wiper motor harness connector. and lock washers (8). Tighten cap screws to 8-9
N·m (71-79 in. lbs) torque.
3. Align the motor output shaft with the wiper link-
age. Install nut (10) and while holding the link-
age stationary, tighten nut to 22-24 N·m (16-18
ft. lbs) torque.
4. Reconnect the wiper motor harness connector.
5. Verify the wipers operate properly and park in
the proper position. Refer to Figure 3-3.
WIPER ARM
Removal
1. Note the parked position of wiper arm (1, Figure
3-2).
2. Lift the wiper arm cover and remove nut (2) and
washer (3).
3. Disconnect the washer hose, and remove the
wiper arm.
FIGURE 3-1. WINDSHIELD WIPER
1. Wiper Motor 6. Cap Screw FIGURE 3-2. WIPER ARM DETAIL

2. Cap Screw 7. Flat Washer 1. Wiper Arm 4. Cap
3. Flat Washer 8. Lock Washer 2. Nut 5. Washer
4. Lock Washer 9. Linkage 3. Spring Washer 6. Nut
5. Plate 10. Nut

Installation WIPER LINKAGE
1. Place wiper arm (1, Figure 3-2) into the position Removal
noted during removal. Install washer (3) and nut
(2). Tighten the nut to 16-20 N·m (142-177 in. 1. Remove the wiper arms. Refer to Wiper Arm
lbs) torque. Close the cover. Removal in this section.
2. Connect the washer hose to the wiper arm. 2. Remove wiper retainer (8, Figure 3-3) and dis-
connect the wiper linkage from the wiper motor
3. Ensure the wipers arms operate properly and
drive arm.
park in the proper position after installation is
complete. Refer to Figure 3-3. 3. Remove nut (6, Figure 3-2) and the washer (5)
from each wiper shaft.
4. Remove cap screws (3, Figure 3-3) with wash-
ers.
5. Remove wiper assembly from cab.
Installation
1. Place the wiper assembly into position in the
wiper compartment.
2. Install cap screws (3, Figure 3-3) with lock
washers (4) and flat washers (5) and tighten
cap screws.
3. Install washer (5, Figure 3-2) and nut (6) on
each wiper shaft and tighten finger-tight.
Tighten the nuts to 18-20 N·m (160-177 in. lbs)
torque. Do not overtighten. The threads on
the shafts are easily stripped when improp-
erly tightened. Install cap (4) over nut (6).
4. Align the linkage and attach to the wiper motor
drive arm using retainer (8, Figure 3-3).
NOTE: When the motor is parked, the drive arm will
be in the 3 o’clock position as shown in Figure 3-3.
FIGURE 3-3. PARK POSITION 5. Install the wiper arms. Refer to Wiper Arm
Installation. Ensure the wipers arms operate
A. Park Position (7°) 5. Flat Washer
properly and park in the proper position after
1. Wiper Motor 6. Wiper Arm
installation is complete.
2. Wiper Blade 7. Nozzle
3. Cap Screw 8. Retainer
4. Lock Washer 9. Hose

WINDSHIELD WASHER
Operation
The windshield washer, mounted on the right side of
the hydraulic components cabinet behind the cab,
has a 3.8 liter (1 gal) plastic reservoir (1, Figure 3-4)
with a 24 volt electric pump (2).
The washer is controlled by the windshield wiper
switch mounted on the turn signal lever. When the
switch is activated, washing solution is pumped
through the outlet hose (3) and fed to a jet located in
each of the windshield wiper arms.
Service
If windshield washer maintenance is required, check
the strainer opening for obstructions and inspect the
hoses for damage. Check the voltage to the pump
from the control switch. If the pump is inoperable,
replace it with a new pump assembly.
Note: The pump is only available as an assembly
and cannot be repaired.
FIGURE 3-4. WINDSHIELD WASHER FLUID

RESERVOIR AND PUMP
1. Reservoir 3. Outlet Hose
2. Pump 4. Filler Cap

OPERATOR SEAT .
The operator's seat provides a fully adjustable cush-

ioned ride for the driver's comfort and ease of opera-
tion.
Adjustment
The following adjustments must be made while sit-
ting in the seat.
1. Headrest: Move up, down, fore, or aft by mov-
ing headrest (1, Figure 3-5) to desired position.
2. Armrests: Rotate adjusting knob until armrest
is in desired position.
3. Backrest: Lift handle (3) to release and select
backrest angle; release control handle to set.
4. Seat Belt: Operator should always have seat
belt (4) buckled in place and properly adjusted
whenever vehicle is in motion.
5. Seat Slope: Lift lever (5) and hold to adjust the
slope of seat. Release lever to lock adjustment.
6. & 7 Air Lumbar Support: Each rocker switch
(6 or 7) controls an air pillow. Switch (7) controls
the lower air pillow and switch (6) controls the
upper air pillow. To inflate, press on top of
rocker switch and hold for desired support, then
release. To deflate, press on bottom of rocker
switch and hold for desired support, then
release. Adjust each pillow for desired support.
8. Seat Suspension: Move rocker switch (8) up to
increase ride stiffness and down to decrease
ride stiffness.
9. Horizontal Adjustment: Lift control lever (9)
and hold. Bend knees to move seat to a com-
fortable position; release control lever to lock
adjustment
10. Seat Height: Lift lever (12) and hold to adjust FIGURE 3-5. OPERATOR’S SEAT ADJUSTMENT
the height of the seat. Release lever to lock CONTROLS
adjustment.
1. Headrest
2. Armrest Adjustment
3. Backrest Adjustment
4. Seat Belt
5. Seat Slope Adjustment
6. Upper Air Pillow Lumbar Support
7. Lower Air Pillow Lumbar Support
8. Suspension Adjustment
9. Horizontal Adjustment
10. Mounting Cap Screws and Hardware
11. Seat Tether Cap Screw
12. Seat Height Adjustment

Seat Removal Seat Installation
1. Remove cap screws (10, Figure 3-5) and hard- 1. Mount seat assembly to seat riser. Install cap
ware that secures the seat base to the riser. screws (10, Figure 3-5), lockwashers, flatwash-
Remove cap screws (11) that secures tether to ers and nuts. Tighten cap screws to standard
floor. torque.
2. Remove seat assembly from cab to clean work 2. Fasten tether straps to floor with cap screws
area for disassembly. (11), flatwashers and lockwashers. Tighten cap
screws to standard torque

NOTES:

SECTION N4
OPERATOR COMFORT
INDEX
OPERATOR COMFORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
HEATER / AIR CONDITIONER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Fan Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Directional Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
Heater Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-3
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Heater Core . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-4
Fan Motor And Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Cab Air Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
ENVIRONMENTAL IMPACT OF AIR CONDITIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
AIR CONDITIONING FOR OFF-HIGHWAY VEHICLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
PRINCIPLES OF REFRIGERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-8
Refrigeration - The Act Of Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
The Refrigeration Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-9
AIR CONDITIONER SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Compressor (Refrigerant Pump) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Condenser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-10
Expansion Block Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
Evaporator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-11
ELECTRICAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-12
Trinary™ Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-13
SYSTEM SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-14
SERVICE TOOLS AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Recovery/Recycle Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-15
Service Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Vacuum Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-16
Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-17
Installing Manifold Gauge Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
Purging Air From Service Hoses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-18
N04031 10/06 Operator Comfort N4-1

SYSTEM PERFORMANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-19
SYSTEM OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Handling and Reusing PAG Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Oil Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
Checking System Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-20
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Recycled Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Reclaimed Refrigerant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
Refrigerant Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-21
R-134a Refrigerant Containers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
SYSTEM LEAK TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-22
Electronic Leak Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Tracer Dyes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Soap and Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
RECOVERING AND RECYCLING THE REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recovery Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-23
Performing the Recycling Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
Evacuating and Charging the A/C System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
SYSTEM REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-24
System Flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-25
A/C DRIVE BELT CHECKOUT PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Pulley Alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
Belt Tension Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-26
COMPONENT REPLACEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Hoses and Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Expansion Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Receiver-Drier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-28
Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-29
Servicing the Compressor Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-30
Pulley Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-32
Clutch Coil Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Pulley Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
Clutch Assembly Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-33
EVACUATING THE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-35
CHARGING THE A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-37
TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38
Preliminary Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-38
Diagnosis Of Gauge Readings And System Performance . . . . . . . . . . . . . . . . . . . . . . . . . N4-38
TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-39
PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-45
N4-2 Operator Comfort 10/06 N04031

OPERATOR COMFORT
HEATER / AIR CONDITIONER • Turning the knob one more position clockwise
The heater/air conditioner assembly incorporates all directs air to the dash vents only.
the controls necessary for regulating the cab interior • Turning the knob one more position clockwise
temperature; heated air during cold weather opera- directs air to the windshield defrost vents only.
tion, and de-humidified, cool air during warm weather • The full clockwise position directs air to both the
operation. floor and windshield defrost vents.
Operation Heater Vents
Heat for the cab is provided by passing coolant from Each heater/air conditioner vent (4, Figure 4-1) is a
the engine cooling system through a heater coil. flapper type which may be opened or closed or
Blowers move air across the heating coil which rotated 360° for optimum air flow. There are four
warms the air for heating or defrosting. (three not shown) across the top of the panel, one
An engine driven refrigerant compressor passes each in the right and left panel modules, and four
refrigerant through an evaporator coil mounted in the below the panel.
same enclosure. The same blowers used for heating NOTE: The air conditioner will not operate unless the
move air across the evaporator to provide cooled air fan control knob is turned ON.
through the outlet vents.
All heater and air conditioner controls are mounted
on a pod on the face of the enclosure. Refer to Fig-
ure 4-1 for the following:
Fan Control Knob

Knob (1, Figure 4-1) controls the cab air fan motor.
The fan motor is a 3-speed motor: low (setting 1),
medium (setting 2), and high (setting 3). Speeds are
selected by rotating the control knob clockwise to the
desired position. OFF is full counter-clockwise posi-
tion (setting 0).
FIGURE 4-1. A/C & HEATER CONTROLS
Temperature Control Knob
Knob (2, Figure 4-1) allows the operator to select a 1. Fan Speed 3. Air Location
comfortable temperature. 2. Temperature 4. Air Vent
• Rotating the knob counterclockwise (blue arrow)
will select cooler temperatures. Full
counterclockwise position is the coldest air
setting.
• Rotating the knob clockwise (red arrow) will
select warmer temperatures. Full clockwise
position is the warmest heater setting.
Directional Control Knob

Knob (3, Figure 4-1) directs heated air to different
areas of the cab.
• The full counterclockwise position directs air to
the floor vents only.
• Turning the knob one position clockwise directs
air to both the floor and dash vents.

COMPONENTS Relays
Figures 4-2 and 4-4 illustrate both the heater system Five relays (9, Figure 4-2) control the air dampers, A/
and air conditioning system parts contained in the C compressor and the heater valve. All five relays
cab mounted enclosure. Refer to Air Conditioning require 12VDC through the coil which is supplied by
System in this section for additional information a 24VDC to 12VDC converter (2).
regarding air conditioning system components, main-
One relay (Relay 1) switches 24 volt current to actu-
tenance and repair.
ate the A/C compressor clutch. The temperature con-
trol switch, heater valve and the actuator motors all
operate on 12 VDC current.
Circuit Breakers
Heater Core
Before attempting to troubleshoot the electrical circuit
in the heater enclosure, turn key switch ON and ver- Heater core (48, Figure 4-4) receives engine coolant
ify fuse at location FB1-1 (located in the auxiliary through heater valve (14) when heat is selected. If
electrical cabinet) is not burned out, and the internal temperature control potentiometer (39) is placed in
heater circuit breaker has not opened by verifying 24 between the red and blue area, or turned counter-
VDC is present on the junction block (38, Figure 4-4). clockwise to the blue area, coolant flow should be
blocked.
Refer to the electrical schematic for more detailed
information. If temperature control potentiometer (39) and heater
valve appear to be working properly, yet no heat is
apparent in heater core (48), the core may be
restricted. Remove and clean or replace the core.
FIGURE 4-2. CAB HEATER/AIR CONDITIONER

COMPONENTS
1. Enclosure
2. Converter (24 V to 12 V)
3. Water Control (Heater) Valve
4. A/C Refrigerant Hoses
5. Water Outlet (To Engine)
6. Water Inlet (From Engine Water Pump)
7. Evaporator Core
8. Heater Core
9. Relays

Fan Motor And Speed Control Cab Air Filter
Fan speed is controlled by inserting resistor(s) (52 & Recirculation air filter (19, Figure 4-4) and fresh air
53, Figure 4-4) in series with the supply circuit to the filter (2, Figure 4-3) in the front access panel of the
blower motor to reduce voltage. The number of resis- cab need periodic cleaning to prevent restrictions in
tors in series is determined by the position of the fan air circulation. Restricted filters will decrease the per-
speed selector switch. formance of the heater and air conditioner. The rec-
ommended interval for cleaning and inspection is
At low speed, 3 resistors are used; at medium speed,
250 hours, but in extremely dusty conditions, the fil-
1 resistor is used; at high speed, the full 24 VDC is
ters may need daily service and inspection, espe-
supplied to the blower motor, bypassing all resistors.
cially the outer panel filter on the cab shell. The filter
Test elements should be cleaned with water and dried in a
dust free environment before reinstallation. Replace
If motor (5) does not operate at any of the speed the filter element every 2000 hours or sooner if
selections, verify battery voltage is available at the inspection indicates a clogged or damaged filter.
switches, relay, and circuit breakers (refer to electri-
cal schematic, Section R). If voltage is present, the
motor is probably defective and should be removed
and replaced.
If the motor operates at high speed, but does not
operate at reduced speed, inspect the resistors for
physical damage or an open circuit. Replace resis-
tors as required.
Actuators
Two rotary actuator motors (8, Figure 4-4) are
installed inside the heater housing and are used to
actuate the flappers for the following:
• Defroster outlet
• Bi-level or floor outlets
A failure to switch one of the above modes of opera-
tion may be caused by a faulty actuator.
Test
Visually inspect the flappers (11, 44‘) and linkage for
the function being diagnosed. Make certain the flap-
per is not binding or obstructed, preventing move-
FIGURE 4-3. CAB FILTER LOCATION
ment from one mode to the other.
Verify voltage (12 VDC) is present at the actuator 1. Access Cover 2. Cab Filter
when the toggle switch is closed or absent when the
toggle switch is opened.
If the correct voltages are present during operation of
the switch, disconnect the actuator from the flapper
and verify actuator force is comparable to a known
(new) actuator. If not, replace with a new actuator.

FIGURE 4-4. HEATER/AIR CONDITIONER ASSEMBLY
1. Blower Housing 15. Grommet 29. Plate, Coil 43. Screw
2. Blower Wheel 16. Casing 30. Evaporator Core 44. Discharge Flapper
3. Cover Plate 17. Gasket 31. O-Ring 45. Door, Front
4. Venturi 18. Filter Holder 32. Expansion Valve 46. Gasket
5. Motor, 24V 19. Recirculation Air Filter 33. Control Panel 47. Grommet
6. Motor Mount 20. Knob 34. Plate 48. Heater Core
7. Plate 21. Filter Holder 35. Light 49. Retainer, Blower
8. Actuator Motor 22. Foam Insulation 36. Overlay 50. Relay (12V)
9. Screw 23. Nut 37. Knob 51. Circuit Breaker
10. Spacer 24. Flatwasher 38. Switch, Blower 52. Resistor (12 Volt)
11. Defrost Flapper 25. Cover 39. Potentiometer 53. Resistor (24 Volt)
12. Snap Bushing 26. Louver 40. Switch 54. Thermostat
13. Foam 27. Louver Adapter 41. Plunger 55. Grommet
14. Heater Valve 28. Foam 42. Disc (Temperature)

FIGURE 4-5. BASIC AIR CONDITIONING SYSTEM
1. Blower Switch 7. Evaporator 13. Magnetic Clutch
2. Thermostatic Switch 8. Expansion Valve 14. Compressor Drive Pulley
3. Battery Supply 9. Suction Line 15. Receiver-Drier
4. Circuit Breaker 10. Test Gauges & Manifold 16. Discharge Line
5. Blower 11. Compressor 17. Condenser
6. Temperature Sensor 12. Refrigerant Container 18. Accumulator

ENVIRONMENTAL IMPACT OF AIR The general cleanliness of the system and compo-
CONDITIONING nents is important. Dust or dirt collected in the con-
denser, evaporator, or air filters decreases the
Environmental studies have indicated a weakening of
system's cooling capacity.
the earth’s protective Ozone (O3) layer in the outer
stratosphere. Chloro-flouro-carbon compounds The compressor, condenser, evaporator units, hoses
(CFC’s), such as R-12 refrigerant (Freon), commonly and fittings must be installed clean and tight and be
used in mobile equipment air conditioning systems, capable of withstanding the strain and abuse they
have been identified as a possible contributing factor are subjected to on off-highway vehicles.
of the Ozone depletion.
Equipment downtime costs are high enough to
Consequently, legislative bodies in more than 130 encourage service areas to perform preventative
countries have mandated that the production and maintenance at regular intervals on vehicle Air Con-
distribution of R-12 refrigerant be discontinued after ditioning (A/C) systems. (Cleaning, checking belt
1995. Therefore, a more “environmentally-friendly” tightness, and operation of electrical components).
hydro-flouro-carbon.
(HFC) refrigerant, commonly identified as HFC-134a
or R-134a, is being used in most current mobile air PRINCIPLES OF REFRIGERATION
conditioning systems. Additionally, the practice of A brief review of the principles of air conditioning is
releasing either refrigerant to the atmosphere during necessary to relate the function of the components,
the charging/recharging procedure is prohibited. the technique of troubleshooting and the corrective
These restrictions require the use of equipment and action necessary to put the A/C unit into top operat-
procedures which are significantly different from ing efficiency.
those traditionally used in air conditioning service Too frequently, the operator and the serviceman
techniques. The use of new equipment and tech- overlook the primary fact that no A/C system will
niques allows for complete recovery of refrigerants, function properly unless it is operated within a com-
which will not only help to protect the environment, pletely controlled cab environment. The circulation of
but through the “recycling” of the refrigerant will pre- air must be a directed flow. The cab must be sealed
serve the physical supply, and help to reduce the against seepage of ambient air. The cab interior must
cost of the refrigerant. be kept free of dust and dirt which, if picked up in the
air system, will clog the intake side of the evaporator
coil.
AIR CONDITIONING FOR OFF-HIGHWAY
VEHICLES
Mining and construction vehicles have unique char- Air Conditioning
acteristics of vibration, shock-loading, operator Air conditioning is a form of environmental control. As
changes, and climate conditions that present differ- applied to the cab, it refers to the control of tempera-
ent design and installation problems for air condition- ture, humidity, cleanliness, and circulation of air. In
ing systems. Off-highway equipment, in general, is the broad sense, a heating unit is as much an air
unique enough that normal automotive or highway conditioner as is a cooling unit. The term “air condi-
truck engineering is not sufficient to provide the reli- tioner” is commonly used to identify an air cooling
ability to endure the various work cycles encoun- unit. To be consistent with common usage, the term
tered. “air conditioner” will refer to the cooling unit utilizing
The cab tightness, insulation, and isolation from heat the principles of refrigeration; sometimes referred to
sources is very important to the efficiency of the sys- as the evaporator unit.
tem. It is advisable to close all vents, even the
intakes of pressurization systems, when there are
high humidity conditions.

Refrigeration - The Act Of Cooling Ambient air, passing through the condenser removes
heat from the circulating refrigerant resulting in the
• There is no process for producing cold; there is
conversion of the refrigerant from gas to liquid.
only heat removal.
• Heat always travels toward cooler temperatures. The liquid refrigerant moves on to the receiver drier
This principle is the basis for the operation of a where impurities are filtered out, and moisture
cooling unit. As long as one object has a removed. This component also serves as the tempo-
temperature lower than another, this heat rary storage unit for some liquid refrigerant.
transfer will occur.
The liquid refrigerant, still under high pressure, then
• Temperature is the measurement of the intensity flows to the expansion valve. This valve meters the
of heat in degrees. The most common measuring amount of refrigerant entering the evaporator. As the
device is the thermometer. refrigerant passes through the valve, it becomes a
• All liquids have a point at which they will turn to low temperature, low pressure liquid and saturated
vapor. Water boiling is the most common vapor. This causes the refrigerant to become cold.
example of heating until vapor is formed. Boiling
The remaining low pressure liquid immediately starts
is a rapid form of evaporation. Steam is a great
deal hotter than boiling water. The water will not to boil and vaporize as it approaches the evaporator,
increase in temperature once brought to a boil. adding to the cooling. The hot, humid air of the cab is
The heat energy is used in the vaporization pulled through the evaporator by the evaporator
process. The boiling point of a liquid is directly blower. Since the refrigerant is colder than the air, it
affected by pressure. By changing pressure, we absorbs the heat from the air producing cool air
can control the boiling point and temperature at which is pushed back into the cab. The moisture in
which a vapor will condense. When a liquid is the air condenses upon movement into the evapora-
heated and vaporizes, the gas will absorb heat tor and drops into the drain pan from which it drains
without changing pressure. out of the cab.
• Reversing the process, when heat is removed Refrigerant leaving the evaporator enters the accu-
from water vapor, it will return to the liquid state.
mulator. The accumulator functions as a sump for liq-
Heat from air moves to a cooler object. Usually
the moisture in the cooled air will condense on uid refrigerant in the system. Because of its design,
the cooler object. the accumulator only allows vaporized refrigerant to
return to the compressor, preventing compressor
• Refrigerant - Only R-134a should be used in the slugging from occurring. Desiccant is located at the
new mobile systems which are designed for this bottom of the accumulators to remove moisture that
refrigerant.
is trapped in the system.
The cycle is completed when the heated low pres-
sure gas is again drawn into the compressor through
the suction side.
The Refrigeration Cycle
This simplified explanation of the principles of refrig-
In an air conditioning system, the refrigerant is circu- eration does not call attention to the fine points of
lated under pressure through the five major compo- refrigeration technology. Some of these will be cov-
nents in a closed circuit. At these points in the ered in the following discussions of the components,
system, the refrigerant undergoes predetermined controls, and techniques involved in preparing the
pressure and temperature changes. unit for efficient operation.
The compressor (refrigerant pump) takes in low pres-
sure heat laden refrigerant gas through the suction
valve (low side), and as its name indicates, pressur-
izes the heat laden refrigerant and forces it through
the discharge valve (high side) on to the condenser.

AIR CONDITIONER SYSTEM Ram air condensers depend upon the vehicle move-
COMPONENTS ment to force a large volume of air past the fins and
tubes of the condenser. The condenser is usually
Compressor (Refrigerant Pump) located in front of the radiator or on the roof of the
The compressor is where the low pressure side of truck.
the system changes to high pressure. It concentrates Condensing of the refrigerant is the change of state
the refrigerant returning from the evaporator (low of the refrigerant from a vapor to a liquid. The action
side) creating high pressure and a temperature much is affected by the pressure of the refrigerant in the
higher than the outside air temperature. The high coil and air flow through the condenser. Condensing
temperature differential between the refrigerant and pressure in an A/C system is the controlled pressure
the outside air is necessary to aid rapid heat flow in of the refrigerant which affects the temperature at
the condenser from the hot refrigerant gas to much which it condenses to liquid, giving off large quanti-
cooler outside air. ties of heat in the process. The condensing point is
To create high pressure concentration, the compres- sufficiently high to create a wide temperature differ-
sor draws in refrigerant from the evaporator through ential between the hot refrigerant vapor and the air
the suction valve and during compression strokes, passing over the condenser fins and tubes. This dif-
forces it out through the discharge valve to the con- ference permits rapid heat transfer from the refriger-
denser. The pressure from the compressor action ant to ambient air.
moves the refrigerant through the condenser,
receiver-drier and connecting hoses to the expansion
valve. Receiver-Drier
The compressor is driven by the engine through a v- The receiver-drier is an important part of the air con-
belt driving an electrically operated clutch mounted ditioning system. The drier receives the liquid refrig-
on the compressor drive shaft. erant from the condenser and removes any moisture
and foreign matter present which may have entered
the system. The receiver section of the tank is
Service Valves designed to store extra refrigerant until it is needed
by the evaporator. The storage of this refrigerant is
Quick-connect hose end fittings with integral service temporary and is dependent on the demand of the
valves attach to system service ports for servicing expansion valve.
the unit. A manifold gauge set is connected into the
system at the service valve ports and all procedures, A desiccant is a solid substance capable of removing
such as discharging, evacuating and charging the moisture from gas, liquid or solid. It is held in place
system, are performed through the service valves. within the receiver between two screens, which also
act as strainers.
The receiver-drier is also equipped with a sight glass
Condenser and a moisture indicator. The sight glass can give a
good indication of the charge of the system. If the
The condenser receives the high pressure, high-tem- sight glass is not clear, the system is low on refriger-
perature refrigerant vapor from the compressor and ant.
condenses it to high pressure, hot liquid.
The moisture indicator is a device to notify service
It is designed to allow heat movement from the hot personnel that the drier is full of moisture and must
refrigerant vapor to the cooler outside air. The cool- be replaced. The indicator is blue when the compo-
ing of the refrigerant changes the vapor to liquid. nent is free from moisture. When the indicator turns
Heat exchange is accomplished using cooler air flow- beige or tan, the drier must be replaced.
ing through the condenser. Condenser cooling is
achieved by air flowing from the radiator fan along
with ram air provided by vehicle movement. The radi-
ator fan moves more than 50% of condenser air flow
unless travel speed is at least 25 mph.

Expansion Block Valve The storage of the liquid refrigerant is temporary.
When the liquid vaporizes into a gas it will be pulled
The expansion block valve controls the amount of
from the bottom of the accumulator into the compres-
refrigerant entering the evaporator coil. Both inter-
sor. This process not only allows the accumulator to
nally and externally equalized valves are used.
act as a storage device, but also protects the com-
The expansion valve is located near the inlet of the pressor from liquid slugging.
evaporator and provides the functions of throttling,
The low side service port is also located on the accu-
modulating, and controlling the liquid refrigerant to
mulator.
the evaporator coil.
The refrigerant flows through a restriction creating a
pressure drop across the valve. Since the expansion Evaporator
valve also separates the high side of the system from
the low side, the state of the refrigerant entering the The evaporator cools and dehumidifies the air before
valve is warm to hot high pressure liquid; exiting it is it enters the cab. Cooling a large area requires that
low pressure liquid and gas. The change to low pres- large volumes of air be passed through the evapora-
sure allows the flowing refrigerant to immediately tor coil for heat exchange. Therefore, a blower
begin changing to gas as it moves toward the evapo- becomes a vital part of the evaporator assembly. It
rator. This produces the desired cooling effect. not only draws heat laden air into the evaporator, but
also forces this air over the evaporator fins and coils
The amount of refrigerant metered into the evapora- where the heat is surrendered to the refrigerant. The
tor varies with different heat loads. The valve modu- blower forces the cooled air out of the evaporator into
lates from wide open to the nearly closed position, the cab.
seeking a point between for proper metering of the
refrigerant. Heat exchange, as explained under condenser oper-
ation, depends upon a temperature differential of the
As the load increases, the valve responds by open- air and the refrigerant. The greater the temperature
ing wider to allow more refrigerant to pass into the differential, the greater will be the amount of heat
evaporator. As the load decreases, the valve reacts exchanged between the air and the refrigerant. A
and allows less refrigerant into the evaporator. It is high heat load condition, as is generally encountered
this controlling action that provides the proper pres- when the air conditioning system is turned on, will
sure and temperature control in the evaporator. allow rapid heat transfer between the air and the
This system uses an internally equalized, block type cooler refrigerant.
expansion valve. With this type valve, the refrigerant The change of state of the refrigerant in and going
leaving the evaporator coil is also directed back through the evaporator coil is as important as that of
through the valve so the temperature of the refriger- the air flow over the coil.
ant is monitored internally rather than by a remote
sensing bulb. The expansion valve is controlled by All or most of the liquid that did not change to vapor
both the temperature of the power element bulb and in the expansion valve or connecting tubes boils
the pressure of the liquid in the evaporator. (expands) and vaporizes immediately in the evapora-
tor, becoming very cold. As the process of heat loss
NOTE: It is important that the sensing bulb, if from the air to the evaporator coil surface is taking
present, is tight against the output line and protected place, any moisture (humidity) in the air condenses
from ambient temperatures with insulation tape. on the cool outside surface of the evaporator coil and
is drained off as water.
At atmospheric pressure, refrigerant boils at a point
Accumulator
lower than water freezes. Therefore, the temperature
As the accumulator receives vaporized refrigerant in the evaporator must be controlled so that the water
from the evaporator, moisture and/or any residual liq- collecting on the coil surface does not freeze on and
uid refrigerant is collected at the bottom of the com- between the fins and restrict air flow. The evaporator
ponent. The moisture is absorbed by the desiccant temperature is controlled through pressure inside the
where it is safely isolated from the rest of the system. evaporator, and temperature and pressure at the out-
let of the evaporator.

ELECTRICAL CIRCUIT Compressor Clutch
The air conditioner's electrical circuit is fed from an An electromagnetic clutch is used in conjunction with
accessory circuit and is fused with a 30-ampere cir- the thermostat to disengage the compressor when it
cuit breaker. is not needed, such as when a defrost cycle is indi-
cated in the evaporator, or when the system or
The blower control is a switch which provides a
blower is turned off.
range of blower speeds from fast to slow. When the
blower switch is turned on, current is available at the The stationary field clutch is the most desirable type
compressor clutch. Once the blower is turned on, fan since it has fewer parts to wear. The field is mounted
speeds may be changed without affecting the ther- to the compressor by mechanical means depending
mostat sensing level. on the type field and compressor. The rotor is held on
the armature by a bearing and snap rings. The arma-
The thermostat reacts to changing temperatures
ture is mounted on the compressor body.
which cause electrical contacts to open and close.
The thermostat has a capillary tube extended into the When no current is fed to the field, there is no mag-
evaporator coil to sense temperature. netic force applied to the clutch and the rotor is free
to rotate on the armature, which remains stationary
When the contacts are closed, current flows to the
on the crankshaft.
clutch field and energizes the clutch, causing the
swash plate inside the compressor to turn which When the thermostat or switch is closed, current is
starts the refrigeration cycle. When the temperature fed to the field. This sets up a magnetic force
of the evaporator coil drops to a predetermined point, between the field and armature, pulling it into the
the contacts open and the clutch disengages. rotor. When the armature becomes engaged with the
rotor, the complete unit rotates while the field
When the clutch is disengaged, the blower remains
remains stationary. This causes the compressor
at the set speed. After the evaporator temperature
crankshaft to turn, starting the refrigeration cycle.
rises about twelve degrees above the cutout point,
the contacts in the thermostat close and the refriger- When the switch or thermostat is opened, current is
ation cycle resumes. cut off. The armature snaps back out and stops while
the rotor continues to turn. Pumping action of the
compressor is stopped until current is again applied
Thermostat to the field. In addition, safety switches in the com-
pressor clutch electrical circuit control clutch opera-
An electromagnetic clutch is used on the compressor tion, disengaging the clutch if system pressures are
to provide a means of constant temperature control abnormal.
of the cab. The clutch is controlled by a thermostat in
the evaporator which is set initially by the driver to a
predetermined point. Evaporator temperature is then
maintained by the cycling action of the clutch.
The thermostat is simply a thermal device which con-
trols an electrical switch. When warm, the switch is
closed; when cold, it is open. Most thermostats have
a positive OFF position as a means to turn the clutch
off regardless of temperature.
The bellows type thermostat has a capillary tube con-
nected to it which is filled with refrigerant. The capil-
lary tube is attached to the bellows inside of the
thermostat. Expansion of the gases inside the capil-
lary tube exerts pressure on the bellows, which in
turn closes the contacts at a predetermined tempera-
ture.

Trinary™ Switch • Fan Clutch - The mid-range function actuates the
engine fan clutch, if installed.
This switch is mounted on the receiver-drier and has
three functions, as implied by the name: • High Pressure - This switch opens and
disengages the compressor clutch if system
1. Disengage the compressor clutch when system pressure rises above the 2068-2413 kPa (300-
pressure is too high. 350 psi) range. After system pressure drops to
2. Disengage the compressor clutch when system 1448-1724 kPa (210-250 psi), the switch
pressure is too low. contacts will close and the clutch will engage.
3. Engage and disengage the radiator fan drive The switch functions will automatically reset when
clutch during normal variation of system pres- system pressure returns to normal.
sure.
OPENS CLOSES
The Trinary™ switch performs three distinct func- Low 103-207 kPa 276 kPa
tions to monitor and control refrigerant pressure in Pressure (15-30 psi) (40 psi)
the system. This switch is installed on the receiver- descending rising pressure
drier. The switch functions are: pressure
Terminals 1 & 2 are connected internally through High 2068-2413 kPa 1448-1724 kPa
two, normally closed pressure switches in series, the Pressure (300-350 psi) (210-250 psi)
low pressure switch and the high pressure switch.
241-414 kPa 1379-1586 kPa
Fan Clutch (35-60 psi) (200-230 psi)
below closing rising pressure
pressure
The pressures listed above are typical of pres-

sures at the receiver-drier. Due to normal system
flow losses and the distance between the service
port and the receiver-drier, it is expected that
actual system pressure displayed on the gauge
will normally be approximately 20 psi higher.
This factor should be observed when checking
for proper operation of the switch.
Terminals 3 & 4 are connected internally through a

normally open switch that is used to control the NOTE: One other pressure controlling device is
clutch that drives the radiator fan. This switch closes installed within the compressor. A mechanical relief
and causes the cooling fan clutch to engage when valve is located on the back of the compressor. The
system pressure rises to 1379-1586 kPa (200-230 relief valve will open at 3447-3792 kPa (500 - 550
psi). When pressure falls to 965-1344 kPa (140-195 psi). The purpose of this valve is to protect the
psi), the switch contacts open, and the cooling fan compressor in the event that pressure should be
clutch disengages. allowed to rise to that level. Damage to the
compressor will occur if pressure exceeds 550 psi.
• Low Pressure - This switch opens and
disengages the compressor clutch if system
pressure drops into the 103-207 kPa (15-30 psi)
range. When pressure rises above 276 kPa (40
psi), the switch contacts close, and the clutch
engages the compressor. Since temperature has
a direct effect on pressure, if the ambient
temperature is too cold, system pressure will
drop below the low range, and the pressure
switch will disengage the clutch.

SYSTEM SERVICING Ensure sufficient ventilation whenever refriger-
ant is being discharged from a system, keeping
Servicing an air conditioning system really means
in mind refrigerant is heavier than air and will fall
closely monitoring refrigerant flow. For this reason,
to low-lying areas.
the following procedures deal extensively with the
proper use, handling, care and safety factors When exposed to flames or sparks, the compo-
involved in the R-134a refrigerant quality and quan- nents of refrigerant change and become deadly
tity in an air conditioning system. phosgene gas. This poison gas will damage the
respiratory system if inhaled. NEVER smoke in
Because the refrigerant in an air conditioning system an area where refrigerant is used or stored.
must remain pressurized and sealed within the unit to
Never direct a steam cleaning hose or torch in
function properly, safety is a major consideration
direct contact with components in the air condi-
when anything causes this pressurized, sealed con-
tioning system. Localized heat can raise the
dition to change. The following warnings are pro-
pressure to a dangerous level.
vided here to alert service personnel to their
importance before learning the correct procedures. Do not heat or store refrigerant containers above
Read, remember, and observe each warning before 49° C (120° F).
beginning actual system servicing. Do not flush or pressure test the system using
shop air or another compressed air source. Cer-
NOTE: If the mine operates a fleet with some trucks
tain mixtures of air and R-134a refrigerant are
using R-12 and others using R-134a refrigerant, it is
combustible when slightly pressurized. Shop air
essential that servicing tools that come into contact
supplies also contain moisture and other con-
with the refrigerant (gauge sets, charging equipment,
taminants that could damage system compo-
recycle/recovery equipment etc.) be dedicated to one
nents.
type refrigerant only, to prevent cross contamination.
Federal regulations prohibit venting R-12 and

R134a refrigerant into the atmosphere. An SAE Trucks operating in cold weather climates must
and UL approved recovery/recycle station must continue to keep the A/C system charged during
be used to remove refrigerant from the A/C sys- cold weather months. Keeping the system
tem. Refrigerant is stored in a container on the charged helps prevent moisture intrusion into
unit for recycling, reclaiming, or transporting. In system oil and desiccants.
addition, technicians servicing A/C systems
must be certified they have been properly trained
to service the system.
Although accidental release of refrigerant is a
remote possibility when proper procedures are
followed, the following warnings must be
observed when servicing A/C systems:
Provide appropriate protection for your eyes
(goggles or face shield) when working around
refrigerant.
A drop of the liquid refrigerant on your skin will
produce frostbite. Wear gloves and exercise
extreme care when handling refrigerant.
If even the slightest trace of refrigerant enters in
your eye, flood the eye immediately with cool
water and seek medical attention as soon as pos-
sible.

SERVICE TOOLS AND EQUIPMENT
Recovery/Recycle Station
Whenever refrigerant must be removed from the sys-
tem, a dual purpose station as shown in Figure 4-6, Mixing different types of refrigerant will damage
performs both recovery and recycle procedures equipment. Dedicate one recovery/recycle sta-
which follows the new guidelines for handling used tion to each type of refrigerant processing to
refrigerant. The recovered refrigerant is recycled to avoid equipment damage. DISPOSAL of the gas
reduce contaminants, and can then be reused in the removed requires laboratory or manufacturing
same machine or fleet. facilities.
To accomplish this, the recovery/recycle station sep- Test equipment is available to confirm the refrigerant
arates the oil from the refrigerant and filters the in the system is actually the type intended for the
refrigerant multiple times to reduce moisture, acidity, system and has not been contaminated by a mixture
and particulate matter found in a used refrigerant. of refrigerant types.
NOTE: To be re-sold, the gas must be “reclaimed” Recycling equipment must meet certain standards as
which leaves it as pure as new, but requires published by the Society of Automotive Engineers
equipment normally too expensive for all but the (SAE) and carry a UL approved label. The basic prin-
largest refrigeration shops. cipals of operation remain the same for all machines,
Equipment is also available to just remove or extract even if the details of operation differ somewhat.
the refrigerant. Extraction equipment does not clean
the refrigerant - it is used to recover the refrigerant
from an A/C system prior to servicing. Leak Detector
The electronic detector (Figure 4-7) is very accurate
and safe. It is a small hand-held device with a flexible
probe used to seek refrigerant leaks. A buzzer, alarm
or light will announce the presence of even the small-
est leak.
Some leak detectors are only applicable to one type
of refrigerant. Ensure the leak detector being used
applies to the refrigerant in the system.
FIGURE 4-6. RECOVERY/RECYCLE STATION FIGURE 4-7. TYPICAL ELECTRONIC LEAK

DETECTOR

FIGURE 4-9. VACUUM PUMP
FIGURE 4-8. R-134a SERVICE VALVE
1. System Service Port 3. Service Hose Co

Fitting nection
2. Quick Connect Vacuum Pump
The vacuum pump (Figure 4-9) is used to completely
evacuate all of the refrigerant, air, and moisture from
the system by deliberately lowering the pressure
within the system to the point where water turns to a
Service Valves vapor (boils) and together with all air and refrigerant
Because an air conditioning system is a sealed sys- is withdrawn (pumped) from the system.
tem, two service valves are provided on the com-
pressor to enable diagnostic tests, system charging
or evacuation. Connecting the applicable hoses from
the manifold gauge set to the compressor service
valves enables each of these to be readily per-
formed.
New and unique service hose fittings (Figure 4-8)
have been specified for R-134a systems. Their pur-
pose is to avoid accidental cross-mixing of refriger-
ants and lubricants with R-12 based systems. The
service ports on the system are quick disconnect
type with no external threads. They do contain a
Schrader type valve. The low side fitting has a
smaller diameter than the high side attachment.
Protective caps are provided for each service valve.
When not being used these caps should be in place
to prevent contamination or damage to the service
valves.

Manifold Gauge Set
A typical manifold gauge set (Figure 4-10) has two
screw type hand valves to control access to the sys-
tem, two gauges and three hoses. The gauges are
used to read system pressure or vacuum. The mani-
fold and hoses are for access to the inside of an air
conditioner, to remove air and moisture, and to put
in, or remove, refrigerant from the system. Shutoff
valves are required within 12 inches of the hose
end(s) to minimize refrigerant loss.
A gauge set for R-134a will have a blue hose with a
black stripe for the low side, a red hose with a black
stripe for the high side, and a yellow hose with a
black stripe for the utility (center) hose. The hoses
use a 1/2 in. ACME female nut on the gauge end.
Special quick disconnect couplings are normally
combined with a shutoff valve on the high and low
side hoses. The free end of the center hose contains
a 1/2 in. ACME female nut and a shutoff device
within 12 inches of the hose end. These special FIGURE 4-10. MANIFOLD GAUGE SET
hoses and fittings are designed to minimize refriger-
ant loss and to preclude putting the wrong refrigerant
in a system.
NOTE: When hose replacement becomes Low Side Gauge

necessary, the new hoses must be marked “SAE
J2916 R-134a”. The low side gauge, registers both vacuum and pres-
sure. The vacuum side of the scale is calibrated from
0 to 30 inches of mercury (in. Hg). The pressure side
Functions of the manifold gauge set are included in of the scale is calibrated to 150 psi.
many of the commercially available recovery or
recovery/recycle stations.
Never open the hand valve to the high side at

anytime when the air conditioning system is
operating. High side pressure, if allowed, may
rupture charging containers and potentially
cause personal injury.
High Side Gauge

The high side gauge is used to measure pressure
only on the discharge side of the compressor. The
scale is calibrated from 0 to 500 psi.

Installing Manifold Gauge Set 4. Connect the two service hoses from the mani-
fold to the correct service valves on the com-
Before attempting to service the air conditioning sys-
pressor and accumulator, as shown in Figure 4-
tem, a visual inspection of both the engine and A/C
11. (High side to compressor discharge valve
system components is recommended. Particular
and low side to accumulator.) Do not open the
attention should be given to the belts, hoses, tubing
service valves at this time.
and all attaching hardware as well as the radiator
cap, fan clutch, and thermostat. Inspect both the con-
denser and the radiator for any obstructions or poten-
This gauge hook-up process will be the same,
tial contamination. Minimize all the possibilities for
regardless of the gauge set being installed. Whether
error or malfunction of components in the air condi-
it is a recovery station or individual gauges, the con-
tioning system.
nections are the same. The procedures performed
next will vary depending what type of equipment is
being used. If a recovery/recycling station is being
used, complete servicing can be accomplished.
Shut off engine. DO NOT attempt to connect ser- Using only a set of gauges will limit the servicing to
vice equipment when the engine is running. only adding refrigerant or observing pressures.
1. Be sure all valves on the manifold are closed all

the way (turn them clockwise).
2. Check the hose connections on the manifold for Purging Air From Service Hoses
tightness. The purpose of this procedure is to remove all the air
3. Locate the low and high side system service fit- trapped in the hoses prior to actual system testing.
tings and remove their protective caps. Environmental regulations require that all service
hoses have a shutoff valve within 12 inches of the
service end. These valves are required to ensure
only a minimal amount of refrigerant is lost to the
atmosphere. R-134a gauge sets have a combination
quick disconnect and shutoff valve on the high and
low sides. The center hose also requires a valve.
The initial purging is best accomplished when con-
nected to recovery or recycle equipment. With the
center hose connected to the recovery station, ser-
vice hoses connected to the high and low sides of the
system, we can begin the purging. The manifold
valves and service valves should be closed. Activat-
ing the vacuum pump will now pull any air or mois-
ture out of the center hose. This will require only a
few minutes of time. The hose is the only area that is
being placed in a vacuum and this will not require a
lengthy process. Closing the valve will then insure
the hose is purged. It is now safe to open the other
manifold valves.
FIGURE 4-11. SERVICE HOSE HOOK-UP

SYSTEM PERFORMANCE TEST 8. Feel the hoses and components on the low
side. They should be cool to the touch. Check
This test is performed to establish the condition of all
connections near the expansion valve; the inlet
components in the system. Observe these conditions
side should be warm and the outlet side cold.
during testing:
9. After a minimum of 10 minutes has elapsed and
1. Place a fan in front of the condenser to simulate the system has stabilized, observe the gauge
normal ram air flow and allow the system to sta- readings. Compare the readings to the specifi-
bilize. cations in Table 1.
2. Install a thermometer into the air conditioning
vent closest to the evaporator.
NOTE: Pressures may be slightly higher in very
3. Start the engine and operate at 1000 rpm.
humid conditions and lower in very dry conditions.
4. Evaluate the readings obtained from the
gauges to see if they match the readings for the Pressures listed in the table are during compressor
ambient temperature. clutch engagement.
5. Set air conditioning system at maximum cooling
and maximum blower speed operation.
10. Check the cab vents for cool air. Outlet air tem-
6. Close all windows and doors to the cab. perature should be approximately 16 - 22° C
7. Carefully feel the hoses and components on the (30 - 40° F) below ambient air temperature.
high side. All should be warm-hot to the touch. 11. If pressures and temperatures are not within the
Check the inlet and outlet of receiver-drier for specified ranges, the system is not operating
even temperatures, if outlet is cooler than inlet, properly. Refer to Preliminary Checks near the
a restriction is indicated. end of this chapter for tips on diagnosing poor
system performance.
Use extreme caution when placing hands on high

side components and hoses. Under most normal
conditions these items can be extremely hot.
TABLE 1. NOMINAL R-134a PRESSURE RANGES
Ambient Air Temperature High Side Pressure Low Side Pressure
21° C (70° F) 820 - 1300 kPa (120 - 190 psi) 70 - 138 kPa (10 - 20 psi)
27° C (80° F) 950 - 1450 kPa (140 - 210 psi) 70 - 173 kPa (10 - 25 psi)
32° C (90° F) 1175 - 1650 kPa (170 - 240 psi) 105 - 210 kPa (15 - 30 psi)
38° C (100° F) 1300 - 1850 kPa (190 - 270 psi) 105 - 210 kPa (15 - 30 psi)
43° C (110° F) 1450 - 2075 kPa (210 - 300 psi) 105 - 210 kPa (15 - 30 psi)
NOTE: All pressures in this chart are for reference, only. Weight is the only absolute means of determining
proper refrigerant charge.

SYSTEM OIL Checking System Oil
R-134a air conditioning systems require the use of
Polyalkylene Glycol (PAG) lubricating oil. This is the
only oil recommended for use in this system. The
Komatsu PAG oil (p/n PC2212) is the oil that is fur-
nished in the system on Komatsu trucks. The receiver-drier and accumulator must be
replaced each time the system is opened.
Handling and Reusing PAG Oil
1. Remove the compressor from the truck. With
• Avoid skin contact and inhalation of PAG oil, as
the compressor positioned horizontally, remove
these are normal precautions with any chemical.
the drain plug, and capture the oil in a clear
• PAG oil removed from new or old components graduated container. Rock the compressor
must not be retained for re-use. It must be stored back and forth, and rotate the shaft to facilitate
in a marked container and properly sealed. PAG oil removal.
oil is an environmental pollutant and must be
properly disposed of after use.
• PAG oil in containers or in an air conditioning
system must not be left exposed to the
atmosphere any longer than necessary. PAG oil Under no circumstances should the A/C com-
absorbs moisture very rapidly, and therefore, any pressor be stood upright onto the clutch assem-
absorbed moisture could cause damage to an air bly. Damage to the compressor clutch will result,
conditioning system. leading to premature compressor failures.
2. Inspect the oil for any foreign particles. If parti-

Oil Quantity cles are found, further investigation and service
It is critical to keep the correct amount of lubricant in are necessary to determine the source. After
the air conditioning system at all times. Failure to do repair, the system will need to be flushed. Refer
so could result in damage to the compressor. to System Flushing. If no particles are found,
proceed to the next step.
Damage to the compressor can be a result from not 3. Add 207 ml (7oz.) of PAG oil to the compressor
only a lack of oil, but from too much oil, also. A lack sump. Add the oil through the drain port, and
of oil will cause excess friction and wear on moving install the drain plug. It is important to only add
parts. Excessive oil can result in “slugging” the com- the specified amount to ensure optimal system
pressor. This condition occurs when the compressor performance. Too much oil will result in a reduc-
attempts to compress liquid oil as opposed to vapor- tion in cooling. Too little oil will result in com-
ized refrigerant. Since liquid cannot be compressed, pressor failure.
damage to internal parts results.
4. Determine the correct amount of additional oil
to add to the system by using the Replacing Oil
table. Add this extra oil to the inlet side of the
receiver drier or accumulator.
NOTE: If truck is being assembled for the first time,
add 207 ml (7oz.) of PAG oil to the inlet side of the
receiver-drier or to the accumulator.
EXAMPLE - If only the accumulator and receiver
drier were replaced, then add 120 ml (4 oz.) of PAG
oil to the inlet side of the receiver-drier or to the accu-
mulator. If the evaporator was also replaced at this
time, then add 150 ml (5 oz.) of PAG oil to the inlet
side of the receiver-drier or to the accumulator.
NOTE: The proper quantity of oil may be injected into
the system during charging as an alternate method of
adding oil.

REFRIGERANT
Recycled Refrigerant
Recycled refrigerant has been extracted from a
mobile air conditioning system using a recovery unit.
When installing a new compressor, the compres- The refrigerant is cleaned by the recovery unit as it
sor must be completely drained of its oil before passes through filters located on the unit that meet
installation. Add 207 ml (7 oz.) of new PAG oil to specifications stipulated by Society of Automotive
the compressor to ensure proper system oil Engineers, SAE J2099. The refrigerant that has
level. Failure to adjust the amount of oil in the passed through the filtering process has only been
compressor will lead to excessive system oil and cleaned of contaminants that are associated with
poor A/C performance. Additionally, a new mobile systems. Therefore, recycled refrigerant from
receiver-drier and accumulator must be installed mobile systems is only acceptable for reuse in mobile
and oil added to both of these components. systems.
Reclaimed Refrigerant
REPLACING OIL Reclaimed refrigerant has been filtered through a
Component Oil to add more thorough filtering process and has been pro-
cessed to the same standards of purity as virgin
Condenser 60-90 ml (2-3 ounces) refrigerant. Because of this, reclaimed refrigerant is
acceptable for use in all systems, not just mobile.
Evaporator 30 ml (1 ounce) The reclaiming equipment used for this process is
Receiver-Drier 60 ml (2 ounces) expensive, and therefore, not common among nor-
mal maintenance shops. Equipment such as this is
Accumulator 60 ml (2 ounces) more commonly found in air conditioning specialty
shops.
Compressor 207 ml (7 ounces)
Block Valve
Adding oil is not necessary
(Expansion)
Drain and measure amount

Hoses Always use new, recycled, or reclaimed refriger-
removed
ant when charging a system. Failure to adhere to
5. Connect all hoses and components in the sys- this recommendation may result in premature
tem. Lubricate O-rings with clean mineral oil wear or damage to air conditioning system com-
before assembly. ponents and poor cooling performance.
NOTE: Do not use PAG oil to lubricate O-rings or

fittings. PAG oil will attract moisture and will corrode
fittings when used externally. Use only clean mineral Refrigerant Quantity
oil to lubricate fittings and O-rings during assembly. If not enough refrigerant is charged into the system,
cooling ability will be diminished. If too much refriger-
ant is charged into the system, the system will oper-
6. Evacuate the system. Refer to Evacuating The
ate at higher pressures, and in some cases, may
System.
damage system components. Exceeding the speci-
fied refrigerant charge will not provide better cooling.

If an incorrect charge is suspected, recover the SYSTEM LEAK TESTING
refrigerant from the system, and charge the system
Refrigerant leaks are probably the most common
with the correct operating weight 3.4 kg (7.4 lb). This
cause of air conditioning problems, resulting from
is not only the recommended procedure, but it is also
improper or no cooling, to major internal component
the best way to ensure that the system is operating
damage. Leaks most commonly develop in two or
with the proper charge and providing optimum cool-
three places. The first is around the compressor shaft
ing. Using the sight glass to determine the charge
seal, often accompanied by an indication of fresh
is not an accurate method.
refrigerant oil. If a system is not operated for a while
(winter months), the shaft seal may dry out and leak
slightly. The centrifugal force of the clutch pulley
spinning can also cause the problem. When the sys-
tem is operated and lubricant wets the seal, the leak
may stop. Such leaks can often be located visually,
or by feeling with your fingers around the shaft for
An unclear sight glass on R-134a systems can
traces of oil. (The R-134a itself is invisible, odorless,
indicate that the system may be low on refriger-
and leaves no trace when it leaks, but has a great
ant. However, the sight glass should not be used
affinity for refrigerant oil.)
as a gauge for charging the system. Charging the
system must be done with a scale to ensure the A second common place for leaks is the nylon and
proper amount of refrigerant has been added. rubber hoses where they are crimped or clamped to
the fittings, or where routing allows abrasion. Other
threaded joints or areas where gaskets are used
should be visually and physically examined. Moving
your fingers along the bottom of the condenser and
R-134a Refrigerant Containers evaporator, particularly near the drain hole for the
Two basic, readily available containers are used to condensate will quickly indicate the condition of the
store R-134a: the 14 or 28 kg (30 or 60 lb) bulk canis- evaporator. Any trace of fresh oil here is a clear indi-
ters (Figure 4-12). cation of a leak.
Always read the container label to verify the contents Usually, a 50% charged system is enough to find
are correct for the system being serviced. Note the most leaks. If the system is empty, connect the mani-
containers for R-134a are painted light blue. fold gauge set to the system and charge at least 1.6
kg (3.5 lbs) of refrigerant into the system.
Use extreme caution when leak testing a system

while the engine is running.
In its natural state, refrigerant is a harmless, col-

orless gas, but when combined with an open
flame, it will generate toxic fumes (phosgene
gas), which can cause serious injuries or death.
NOTE: The refrigerant is heavier than air and will
move downward when it leaks. Apply pickup hose or
test probe on the under-surface of all components to
locate leaks.
FIGURE 4-12. R-134a CONTAINERS
1. 14 kg (30 lb) 2. 28 kg (60 lb)

Cylinder Cylinder

Electronic Leak Detector RECOVERING AND RECYCLING THE
(Refer to Figure 4-7). As the test probe is moved into
REFRIGERANT
an area where traces of refrigerant are present, a Draining the oil from the previous recovery cycle
visual or audible announcement indicates a leak.
Audible units usually change tone or speed as inten- 1. Place the power switch and the controller on the
sity changes. recovery unit in the OFF position.
2. Plug in the recovery station to the correct
Tracer Dyes power source.
Tracer dyes are available that can be added to the 3. Drain the recovered oil through the valve
system as refrigerant is added. The system is then marked “oil drain” on the front of the machine.
operated to thoroughly circulate the dye. As refriger-
4. Place the controller knob in the ON position.
ant escapes, it leaves a trace of the dye at the point
The low pressure gauge will show a rise.
of leakage, which is then detected using an ultravio-
let light (black light), revealing a bright fluorescent 5. Immediately switch to the OFF position and
glow. allow the pressure to stabilize. If the pressure
does not rise to between 34-69 kPa (5-10 psi),
Soap and Water switch the controller ON and OFF again.
Soap and water can be mixed together and applied 6. When the pressure reaches 34-69 kPa (5-10
to system components. Bubbles will appear to pin- psi), open the “oil drain” valve, collect the oil in
point the specific location of leaks. an appropriate container, and dispose of con-
After determining the location or source of leak(s), tainer as indicated by local, state or federal reg-
repair or replace leaking component(s). ulation. The oil is not reusable due to
contaminants absorbed during use.
NOTE: The length of the hose will affect the
refrigerant capacity. When replacing hoses, always Performing the Recovery Cycle
use the same hose length, if possible. 1. Be sure the equipment being used is designed
for the refrigerant you intend to recover.
2. Observe the sight glass oil level. Having
drained it, it should be zero.
3. Check the cylinder refrigerant level before
Before system assembly, check the compressor
beginning recovery to make sure you have
oil level and fill to specifications.
enough capacity.
4. Confirm that all shut-off valves are closed
before connecting to the A/C system.
5. Attach the appropriate hoses to the system
being recovered.
6. Start the recovery process by operating the
equipment as per the manufacturer's instruc-
tions.
7. Continue extraction until a vacuum exists in the
A/C system.
8. If an abnormal amount of time elapses after the
system reaches 0 psi and does not drop
steadily into the vacuum range, close the mani-
fold valves and check the system pressure. If it
rises to 0 psi and stops, there is a major leak.

9. Check the system pressure after the recovery SYSTEM REPAIR
equipment stops. After five minutes, system
The following service and repair procedures are not
pressure should not rise above “0” gauge pres-
any different than typical vehicle service work. How-
sure. If the pressure continues to rise, restart
ever, A/C system components are made of soft met-
and begin the recovery sequence again. This
als (copper, aluminum, brass, etc.). Comments and
cycle should continue until the system is void of
tips that follow will make the job easier and reduce
refrigerant.
unnecessary component replacement.
10. Check the sight glass oil level to determine the
amount of oil that needs to be replaced. (The
amount of oil that was lost during the recovery
cycle must be replaced back into the system).
All of the service procedures described are only
11. Mark the cylinder with a “RECOVERED” (red) performed after the system has been discharged.
magnetic label to reduce the chance of charging Never use any lubricant or joint compound to
a system with contaminated refrigerant. Record lubricate or seal any A/C connections.
the amount of refrigerant recovered.
NOTE: To help prevent air, moisture or debris from
entering an open system, cap or plug open lines,
fittings, components and lubricant containers. Keep
Performing the Recycling Procedure all connections, caps, and plugs clean.
The recovered refrigerant contained in the cylinder
must undergo the recycle procedure before it can be
reused. The recycle or clean mode is a continuous
loop design and cleans the refrigerant rapidly. Follow
the equipment manufacturer's instructions for this Never leave a/c components, hoses, oil, etc.
procedure. exposed to the atmosphere. Always keep sealed
or plugged until the components are to be
installed and the system is ready for evacuation
and charging. PAG oil and receiver-drier desic-
Evacuating and Charging the A/C System cants attract moisture. Leaving system compo-
nents open to the atmosphere will allow moisture
Evacuate the system once the air conditioner compo-
to invade the system, resulting in component and
nents are repaired or replacement parts are secured,
system failures.
and the A/C system is reassembled. Evacuation
removes air and moisture from the system. Then, the
A/C system is ready for the charging process, which
adds new refrigerant to the system.

System Flushing 2. Inspect all other components such as the con-
denser, evaporator, hoses and fittings. If any of
If any contaminants are found in system hoses, com-
these items are damaged or highly contami-
ponents or oil, the entire system must be flushed.
nated, replace the components.
Major components such as the compressor are
extremely susceptible to foreign particles and must 3. Flush the remaining hoses with a flushing unit.
be replaced. If contaminated, the evaporator and Use only R134a as a flushing agent.
condenser must also be replaced. The evaporator 4. After flushing, blow out the system with dry
and condenser are multi-pass units, and they can not shop air for 5 to 10 minutes.
be properly cleaned by flushing. 5. If the expansion valve has been removed of all
foreign contamination, it may be re-installed
back into the system. If contamination is still
present, replace the valve.
6. Install a new compressor, receiver-drier, and
accumulator.
Only SAE and/or Mobile Air Conditioning Society
(MACS) approved flushing methods with the 7. Add oil to the system as outlined in Checking
appropriate refrigerants are to be performed System Oil.
when removing debris from the system. Other
methods may be harmful to the environment, as
well as air conditioning components.
1. Remove the compressor, receiver-drier, expan-
sion valve, and accumulator.

A/C DRIVE BELT CHECKOUT PROCEDURE
This procedure must be performed each time any
component in the accessory drive is serviced, such
as replacing a belt or removing the compressor. In
addition, a 250 hour inspection of the AC drive belt is
mandatory. The belts must be inspected for
indications of wear and damage that may hinder
performance. Replace as necessary and perform the
following procedure.
Pulley Alignment
1. Install alignment tool (EL8868) onto the pulleys
to check the alignment. Refer to Figure 4-15. If
misalignment of the pulleys exceeds 3 mm
(0.13 in.), the position of the compressor must
be adjusted.
FIGURE 4-14. DEFLECTION MEASUREMENT
Belt Tension Check
NOTE: This procedure has been written for use with
4. Find the approximate center of the belt between
belt tension tool (XA3379), shown in Figure 4-13.
the two pulleys. Place the tip of the tool onto the
Other tension tools may differ in functionality.
outer face of the belt and apply pressure, as
shown in Figure 4-14. The tool must be
perpendicular to the belt. Push on the tool until
the bottom edge of the deflection scale O-ring is
even with the outer face of the adjacent drive
belt. If only one belt is used, rest a straight edge
across both pulleys to serve as the indicating
plane.
5. The O-ring on the force scale indicates the
force used to deflect the belt. The belt must
deflect 5.3 mm (0.21 in.) under a force of 1.6 ±
0.1 kg f (3.44 ± 0.11 lbf). If not, adjust the belt
accordingly and recheck the tension.
FIGURE 4-13. BELT TENSION TOOL - XA3379
2. Refer to Figure 4-16 for the proper distance

from the centerline of the drive pulley to the
centerline of the compressor pulley. Set the
tension tool accordingly on the "deflection"
scale by moving the deflection O-ring to the
corresponding distance on the scale.
3. Slide the O-ring for the "force" scale to zero.

FIGURE 4-15. BELT ALIGNMENT TOOL
1. AC Compressor Pulley 2. Drive Pulley 3. Alignment Tool
346 mm (13.63 in.)
FIGURE 4-16. BELT TENSION DIMENSIONS

COMPONENT REPLACEMENT Receiver-Drier
Hoses and Fittings The receiver-drier can not be serviced or repaired. It

must be replaced whenever the system is opened
When replacing hoses, be sure to use the same type for any service. The receiver-drier has a pressure
and ID hose you removed. When hoses or fittings are switch to control the clutch, and should be removed
shielded or clamped to prevent vibration damage, be and installed onto the new unit.
sure these are in position or secured.
Lines NOTE: Do not use PAG oil to lubricate O-rings or fit-

Always use two wrenches when disconnecting or tings. PAG oil will attract moisture and will corrode fit-
connecting A/C fittings attached to metal lines. Cop- tings when used externally. Use only clean mineral
per and aluminum tubing can kink or break very eas- oil to lubricate fittings and O-rings during assembly.
ily. When grommets or clamps are used to prevent
line vibration, be certain these are in place and
secure. Thermostat
A thermostat can be stuck open or closed due to con-
tact point wear or fusion. The thermostat temperature
sensing element (capillary tube) may be broken or
kinked closed and therefore unable to sense evapo-
It is important to always tighten the fittings to the rator temperature.
proper torque. Failure to do this may result in When thermostat contact points are stuck open or
improper contact between mating parts and leak- the sensing element can not sense temperature in
age may occur. Refer to the following torque the evaporator, the clutch will not engage (no A/C
chart for tightening specifications. system operation). Causes are a loss of charge in
the capillary tube or a kink, burned thermostat con-
tact or just no contact. When troubleshooting, bypass
the thermostat by hot wiring the clutch coil with a
Fitting Size Foot Pounds Newton Meters fused lead. If the clutch engages, replace the thermo-
6 10 - 15 ft.lbs. 14 - 20 Nm stat.
Thermostat contact points may be fused (burned)
8 24 - 29 ft.lbs. 33 - 39 Nm
closed and the clutch will not disengage. Causes are
10 26 - 31 ft.lbs. 36 - 42 Nm a faulty switch that could be due to fatigue. The ther-
mostat must be replaced. When the clutch will not
12 30 - 35 ft.lbs. 41 - 47 Nm disengage you may also note that condensate has
frozen on the evaporator fins and blocked air flow.
Installation torque for the single M10 or 3/8 in. cap There will also be below normal pressure on the low
screws securing the inlet and outlet fittings onto the side of the system. Side effects can be compressor
compressor ports is 15-34 N·m (11-25 ft lbs). damage caused by oil accumulation (refrigeration oil
tends to accumulate at the coldest spot inside the
system) and lower than normal suction pressure that
Expansion Valve can starve the compressor of oil.
When removing the expansion valve from the sys-
tem, remove the insulation, clean the area and dis-
connect the line from the receiver-drier. Detach the
capillary (bulb) and external equalizer tube (if
present) from their mounting locations. Remove the
expansion valve from the evaporator inlet. Expansion
valve service is limited to cleaning or replacing the fil-
ter screen. If this is not the problem, replace the
valve. Secure the capillary and equalizer, if used, to
clean surfaces and replace or attach any insulating
material.

Compressor Clutch pulley bearing failure is indicated by bearing
noise when the A/C system is off or the clutch is not
The compressor can fail due to shaft seal leaks (no
engaged. Premature bearing failure may be caused
refrigerant in the system), defective valve plates,
by poor alignment of the clutch and clutch drive pul-
bearings, or other internal parts or problems associ-
ley.
ated with high or low pressure, heat, or lack of lubri-
cation. Be sure the compressor is securely mounted Sometimes it may be necessary to use shims or
and the clutch pulley is properly aligned with the enlarge the slots in the compressor mounting bracket
drive pulley. to achieve proper alignment.
Use a mechanic's stethoscope to listen for noises Excessive clutch plate wear is caused by the plate
inside the compressor. rubbing on the clutch pulley when the clutch is not
engaged or the clutch plate slipping when the clutch
coil is energized. A gap that is too small or too large
between the plate and clutch pulley or a loss of clutch
plate spring temper are possible causes. The ideal
When installing a new compressor, the compres- air gap between the clutch pulley and the clutch plate
sor must be completely drained of its oil before is 1.02 ± 0.043 mm (0.023 to 0.057 in.). If the gap is
installation. Add 207 ml (7 oz.) of new PAG oil to too wide, the magnetic field created when the clutch
the compressor to ensure proper system oil coil is energized will not be strong enough to pull and
level. Failure to adjust the amount of oil in the lock the clutch plate to the clutch pulley.
compressor will lead to excessive system oil and
poor A/C performance.
NOTE: Some compressors may be discarded

because it is suspected that internal components
within the compressor have seized. Ensure that
Under no circumstances should the A/C com- the compressor clutch is working properly before
pressor be stood upright onto the clutch assem- discarding a compressor for internal seizure. The
bly. Damage to the compressor clutch will result, normal compressor life span should be about
leading to premature compressor failures. twice as long as the normal life span of the com-
pressor clutch.
It is important to note that often times a weak clutch
Accumulator coil may be mistaken for a seized compressor. When
The accumulator can not be serviced or repaired. It a coil’s resistance has increased over time and the
must be replaced whenever the system is opened magnetic field weakens, the coil may not be able to
for any service. pull the load of the compressor. Failure of the coil to
allow the compressor shaft to be turned, may appear
as though the compressor is locked up.
Clutch Before a compressor is dismissed as being seized, a

check for proper voltage to the coil should be per-
Clutch problems include electrical failure in the clutch formed. In addition, the coil should be ohm checked
coil or lead wire, clutch pulley bearing failure, worn or for proper electrical resistance. The coil should fall
warped clutch plate or loss of clutch plate spring tem- within the following range:
per. Defective clutch assembly parts may be
replaced or the whole assembly replaced. If the 12.0 ± 0.37 Ohms @ 20° C (68° F)
clutch shows obvious signs of excessive heat dam- 16.1 ± 0.62 Ohms @ 116° C (240° F)
age, replace the whole assembly. The temperatures specified above are roughly typical
The fast way to check electrical failure in the lead of a summer morning before first start-up and the
wire or clutch coil is to hot wire the coil with a fused heat beside an engine on a hot day. At temperatures
lead. This procedure enables you to bypass clutch in between those listed above, the correct resistance
circuit control devices. is proportionate to the difference in temperature.

Servicing the Compressor Clutch 1. Remove the belt guard from the front of the air
conditioning compressor.
* RECOMMENDED TOOLS FOR COMPRESSOR
CLUTCH REMOVAL AND INSTALLATION
J-9399 Thin Wall Socket
**J-9403 Spanner Wrench
**J-25030 Clutch Hub Holding Tool
Clutch Plate and Hub Assembly

J-9401
Remover
J-8433 Pulley Puller
J-9395 Puller Pilot

FIGURE 4-17.
***J-24092 Puller Legs
1. Belt Pulley 3. Shaft
J-8092 Universal Handle 2. Clutch Hub/Drive Plate 4. Locknut
J-9481 Pulley and Bearing Installer
J-9480-01 Drive Plate Installer
J-9480-02 Spacer, Drive Plate Installer

2. Remove the drive belt from compressor belt
pulley.
*Tools are available though your local Kent-Moore dealer.
3. Remove locknut (4, Figure 4-17) using thin wall
** These tools are interchangeable.
***For use on multiple groove pulleys. socket (1, Figure 4-18) or the equivalent.
Use the proper tools to remove and replace

clutch components. Using the recommended
tooling helps prevent damage to compressor
components during maintenance.
Do not drive or pound on the clutch plate, hub
assembly, or shaft. Internal damage to the com-
pressor may result.

4. Use clutch hub holding tool (2, Figure 4-18), 5. Thread clutch plate and hub assembly remover
spanner wrench (J-9403), or the equivalent to (2, Figure 4-19) into the hub of clutch assembly
hold clutch hub (3) while removing the locknut. (1). Hold the body of the remover with a wrench
It is recommended that the locknut be replaced and tighten the center screw to pull the clutch
after it has been removed. plate and hub assembly from the compressor.
FIGURE 4-19.
1. Clutch Assembly 2. Clutch Plate & Hub

Assembly Remover
FIGURE 4-18.
1. Thin Wall Socket

2. Clutch Hub Holding Tool 6. Remove square key (1, Figure 4-20) from the
3. Clutch Hub keyways.
FIGURE 4-20.
1. Square Key 2. Keyway in Shaft

7. Inspect the friction surface on the clutch hub Pulley Removal
and the friction surface on the pulley. Scoring 8. Use retaining ring pliers (3, Figure 4-22) to
on the friction surfaces is normal. DO NOT remove pulley retainer ring (2) from pulley (1).
replace these components for this condition
only.
Inspect the steel friction surface on the clutch

and ensure that it is not damaged by excessive
heat. Inspect the other components near the
clutch for damage due to heat. If signs of exces-
sive heat are evident, it may be necessary to
replace the compressor. Excessive heat may
cause leakage in the seals and damage to inter-
nal components as well as external components.
FIGURE 4-22.
1. Pulley 3. Retaining Ring Pliers
2. Pulley Retainer Ring
9. Pry the absorbent sleeve retainer from the neck

of the compressor, and remove the sleeve.
10. Install pulley puller (1, Figure 4-23) and puller
pilot (3) onto the compressor, as shown. If a
multiple groove pulley is used, install puller legs
(J-24092) onto the puller in place of the stan-
dard legs. Extend the puller legs to the back
side of the pulley. DO NOT use the belt grooves
to pull the pulley from the compressor.
FIGURE 4-21.
1. Clutch Hub 2. Pulley
FIGURE 4-23.
1. Pulley Puller 3. Puller Pilot
2. Pulley Assembly

11. Tighten the center screw on the puller against 2. Ensure the pulley rotates freely. If the pulley
the shaft of the compressor to remove the pul- does not rotate freely, remove the pulley and
ley. check for damaged components. Replace any
damaged components and reinstall the pulley.
12. Clean the pulley and pulley bearing with sol-
vent. Inspect the assembly for damage. Check 3. Install the pulley retainer ring and ensure that
the bearing for brinneling, excessive looseness, the ring is properly seated.
noise, and lubricant leakage. Replace the
4. Install the absorbent sleeve into the neck of the
assembly if any of these warning signs are evi-
compressor. Install the sleeve retainer.
dent.
Clutch Coil Check

13. Use a multi-meter to ohm check the clutch coil.
The resistance should be as follows: Clutch Assembly Installation
12 ± 0.37 ohms @ 20° C (68° F)
1. Insert square key (1, Figure 4-20) into the key-
16.1 ± 0.62 ohms @ 115° C (239° F)
way in the clutch hub. Allow the key to protrude
If the resistance of the coil is not within the specifica- about 4.5 mm (0.18 in.) from the outer edge of
tions, the clutch will not operate properly. Remove the hub. Use petroleum jelly to hold the key in
the retaining ring and replace the coil. place.
Pulley Installation
FIGURE 4-24.
FIGURE 4-25.
1. Bearing Installer 2. Universal Handle
1. Drive Plate Installer 2. Spacer
1. Place the pulley assembly into position on the
compressor. Use bearing installer (1, Figure 4-
24), universal handle (2), and a hammer to
lightly tap the pulley assembly onto the com-
pressor until it seats. Use of the installer or the 2. Place the clutch assembly into position on the
equivalent ensures that the force driving the compressor. Align the square key with the key-
bearing into position acts on the inner race of way on the shaft.
the bearing. Applying force to the outer race of
3. Thread drive plate installer (1, Figure 4-24) onto
the bearing will result in bearing damage.
the shaft of the compressor. Spacer (2) should
be in place under the hex nut on the tool.

4. Press the clutch onto the compressor using 5. Install locknut (4, Figure 4-17) and tighten the
installer (1). Continue to press the clutch plate nut until it seats. The gap should now measure
until a 2 mm (0.079 in.) gap remains between 1.02 ± 0.043 mm (0.040 ± 0.017 in.). If the gap
the clutch friction surface and the pulley friction is not within the specification, check for proper
surface. Refer to Figure 4-26. installation of the square key.
NOTE: The outer threads of installer (J-9480-01) are 6. Install the drive belt onto the compressor.
left handed threads. Ensure that the proper tension on the belt is
attained. Refer to the belt tension chart in the
appropriate engine manual for the proper speci-
fications.
7. After assembly is complete, burnish the mating
parts of the clutch by operating the air condi-
tioning system at maximum load conditions with
the engine at high idle. Turn the air conditioning
control ON and OFF at least 15 times for one
second intervals.
8. Install the belt guard if no further servicing is
required.
FIGURE 4-26. CLUTCH GAP

EVACUATING THE SYSTEM 2. Open the discharge valve on the vacuum pump
or remove the dust cap from the discharge out-
Evacuating the complete air conditioning system is
let. Turn the pump on and watch the low side
required in all new system installations, and when
gauge. The pump should pull the system into a
repairs are made on systems requiring a component
vacuum. If not, the system has a leak. Find the
replacement (system opened), or a major loss of
source of the leak, repair, and attempt to evacu-
refrigerant has occurred. All these conditions will
ate the system again.
require that a vacuum be pulled using a vacuum
pump that completely removes any moisture from the 3. Allow the vacuum pump to run for at least 45
system. Once properly evacuated, the system can be minutes.
recharged again.
Using a pump to create a vacuum in the air condition-
ing system effectively vaporizes any moisture, allow-
ing the water vapor to be easily drawn out by the
pump. The pump does this by reducing the point at
which water boils (100°C, 212°F at sea level with
14.7 psi). In a vacuum, water will boil at a lower tem-
perature depending upon how much of a vacuum is
created.
As an example, if the ambient air outside the truck is
24°C (75°F) at sea level, by creating a vacuum in the
system so that the pressure is below that of the out-
side air (in this case, at least 749.3 mm (29.5 in.) of
vacuum is needed), the boiling point of water will be
lowered to 22°C (72°F). Thus any moisture in the
system will vaporize and be drawn out by the pump if
the pump is run for approximately an hour. The fol-
lowing steps indicate the proper procedure for evacu-
ating all moisture from the heavy duty air conditioning
systems.
FIGURE 4-27. VACUUM PUMP HOOKUP
Do not attempt to use the air conditioning com-

pressor as a vacuum pump or the compressor
will be damaged.
NOTE: Refer to Table 2 for optimal vacuum
specifications at various altitudes.
1. With the manifold gauge set still connected
(after discharging the system), connect the cen-
ter hose to the inlet fitting of the vacuum pump
as shown in Figure 4-27. Then open both hand
valves to maximum.

4. Close both valves on the manifold gauge set. NOTE: In some cases, 45 minutes of evacuation may
Turn the vacuum pump off and observe the not be sufficient to vaporize all of the moisture and
gauges. The system should hold the vacuum draw it out of the system. If it has been verified that
within 5 cm Hg (2.0 in. Hg) of the optimal vac- no system leaks exist and gauge readings increase
uum for 5 minutes. If the vacuum does not hold, after 45 minutes, extend the evacuation time to
moisture may still be present in the system. ensure total moisture removal.
Repeat the previous step. If the vacuum still
does not hold, a leak may be present in the sys-
tem. Find the source of the leak, repair, and
evacuate the system, again.
TABLE 2. ALTITUDE VACUUM VARIATIONS
Altitude Optimal Vacuum
Meters (Feet) Above Sea Level Cm Hg. (In. Hg.)
0 76.0 (29.92)
305 (1000) 73.5 (28.92)
610 (2000) 70.7 (27.82)
914 (3000) 68.1 (26.82)
1219 (4000) 65.6 (25.82)
1524 (5000) 63.3 (24.92)
1829 (6000) 60.8 (23.92)
2134 (7000) 58.5 (23.02)
2438 (8000) 56.4 (22.22)
2743 (9000) 54.2 (21.32)
NOTE: The chart indicates the expected gauge readings at altitude to obtain the optimal vacuum.

CHARGING THE A/C SYSTEM 1. Charge the A/C system with 3.4 kg (7.4 lbs) of
R-134a refrigerant.
The proper method for charging refrigerant into a R-
134a system is to first, recover all of the refrigerant NOTE: Charging is to be performed with the engine
from the system. The charging refrigerant should and compressor operating. Charge the A/C system
then be weighed on a scale to ensure the proper through the low side service port. Trucks equipped
amount is charged into the system. Most recovery with accumulators may charge the refrigerant as a
units include a scale within the apparatus, thus mak- liquid or as a vapor.
ing it very easy to charge the correct amount every
time. If equipment such as this is not available, a
2. Check the system for leaks. Refer to System
common scale can be used to determine the weight
Leak Testing.
of charge. Simply weigh the charging tank, subtract
the weight of the proper charge, and charge the sys- 3. If no leaks are found, verify the system’s cooling
tem until the difference is shown on the scale. On capacity meets requirements. Refer to System
certain types of equipment, it is also possible to add Performance Testing.
any necessary lubricant when charging the system.
If a scale is not used when charging R-134a into a

system, it is difficult to tell if the correct charge has
been achieved. The sight glass can provide some
indication, but it is not a reliable tool for determining
proper charge.

TROUBLESHOOTING
Preliminary Checks • Cab filters - Ensure the outside air filter and
inside recirculation filter are clean and free of
If the system indicates insufficient cooling, or no cool- restriction.
ing, the following points should be checked before
proceeding with the system diagnosis procedures. • Condenser - Check the condenser for debris and
clogging. Air must be able to flow freely through
NOTE: If the truck being serviced is a model 830E- the condenser.
AC or a 930E, be certain the rest switch in the cab is
• Evaporator - Check the evaporator for debris and
ON. Place the GF cutout switch in the CUTOUT clogging. Air must be able to flow freely through
position. the condenser.
Some simple, but effective checks can be performed
to help determine the cause of poor system perfor-
mance. Check the following to ensure proper system
operation.
Diagnosis Of Gauge Readings And System
• Compressor belt - Must be tight, and aligned. Performance
• Compressor clutch - The clutch must engage. If it Successfully servicing an air conditioning system,
does not, check fuses, wiring, and switches. beyond the basic procedures outlined in the previous
• Oil leaks - Inspect all connection or components section, requires additional knowledge of system
for refrigeration oil leaks (especially in the area of testing and diagnosis.
the compressor shaft). A leak indicates a
A good working knowledge of the manifold gauge set
refrigerant leak.
is required to correctly test and diagnose an air con-
• Electrical check - Check all wires and ditioning system. An accurate testing sequence is
connections for possible open circuits or shorts. usually the quickest way to diagnose an internal
Check all system fuses. problem. When correctly done, diagnosis becomes
• Cooling system - Check for correct cooling an accurate procedure rather than guesswork.
system operation. Inspect the radiator hoses,
The following Troubleshooting Chart lists typical mal-
heater hoses, clamps, belts, water pump,
thermostat and radiator for condition or proper functions encountered in air conditioning systems.
operation. Indications and or problems may differ from one sys-
tem to the next. Read all applicable situations, ser-
• Radiator shutters - Inspect for correct operation vice procedures, and explanations to gain a full
and controls, if equipped.
understanding of the system malfunction. Refer to
• Fan and shroud - Check for proper operation of information listed under “Suggested Corrective
fan clutch. Check installation of fan and shroud. Action” for service procedures.
• Heater/water valve - Check for malfunction or
leaking. With the heat switch set to COLD, the
heater hoses should be cool.
• System ducts and doors - Check the ducts and
doors for proper function.
• Refrigerant charge - Make sure system is
properly charged with the correct amount of
refrigerant.

TROUBLESHOOTING BY MANIFOLD GAUGE SET READINGS
PROBLEM: Insufficient Cooling

Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is only slightly cool.
Possible Causes Suggested Corrective Actions

- Low refrigerant charge, causing pressures to be Check for leaks by performing leak test.
slightly lower than normal.
If No Leaks Are Found:
Recover the refrigerant and use a scale to
charge the proper amount into the system.
Check system performance.
If Leaks Are Found:

After locating the source of the leak, recover the
refrigerant, and repair the leak. Evacuate the
system and recharge using a scale. Add oil as
necessary. Check A/C operation and perform-
ance test the system.
PROBLEM: Little or No Cooling
Indications:
Low side pressure - VERY LOW
High side pressure - VERY LOW
Discharge air is warm.
No bubbles observed in sight glass, may show oil
streaks.
- Pressure sensing switch may have compressor Add refrigerant (make sure system has at least
clutch disengaged. 50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
-
enable the compressor to operate, if the com-
- Refrigerant excessively low; leak in system. pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
A/C operation and do system performance test.

PROBLEM: Extremely Low Refrigerant Charge in the System
Indications:
Low side pressure - LOW.
High side pressure - LOW.
Discharge air is warm.
The low pressure switch may have
shut off the compressor clutch.

- Extremely low or no refrigerant in the system. Check for leaks by performing leak test.
Possible leak in the system.
No Leaks Found:
Recover refrigerant from the system. Recharge
using a scale to ensure correct charge. Check
A/C operation and performance.
Leaks Found:
Add refrigerant (make sure system has at least
50% of its normal amount) and leak test system.
It may be necessary to use a jumper wire to
enable the compressor to operate, if the com-
pressor has shut down due to faulty pressure
sensing switch. Repair any leaks and evacuate
the system if necessary, Replace the receiver-drier
if the system was opened. Recharge the system
using a scale and add oil as necessary. Check
AC operation and do system performance test.
PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - Normal
High side pressure - Normal
(In a cycling type system with a
thermostatic switch, the switch may not cycle
the clutch on and off, so the low pressure
gauge will not fluctuate.)

Leaks in the system. Test for leaks, especially around the compressor shaft
seal area. When the leak is found, recover refrigerant
from the system and repair the leak. Replace the
receiver-drier or accumulator because the desiccant
may be saturated with moisture. Check the compressor
and replace any refrigerant oil lost due to leakage.
Evacuate and recharge the system with refrigerant
using a scale. Check A/C operation and performance.

PROBLEM: Air and/or Moisture in the System
Indications:
Low side pressure - HIGH
High side pressure - HIGH

- Leaks in system. Test for leaks, especially around the compressor
shaft seal area. After leaks are found, recover
refrigerant from the system and repair leaks. Re-
place the receiver-drier. Check the compressor
and replace any oil lost due to leakage. Evacuate
and recharge the system using a scale to ensure
proper quantity. Check A/C operation and perform-
ance.
PROBLEM: Expansion Valve Stuck or Plugged
Indications:
Low side pressure - VERY LOW or in a Vacuum
High side pressure - HIGH
Discharge air only slightly cool.
Expansion valve body is frosted or sweaty.

An expansion valve malfunction could mean Test: Warm diaphragm and valve body with your
the valve is stuck in the closed position, the filter hand, or very carefully with a heat gun. Activate
screen is clogged (block expansion valves do not the system and watch to see if the low pressure
have filter screens), moisture in the system has gauge rises. Next, carefully spray a little nitrogen,
frozen at the expansion valve orifice, or the or any substance below 32° F, on the capillary coil
sensing bulb is not operating. If the sensing bulb (bulb) or valve diaphragm. The low side gauge
is accessible, perform the following test. If not, needle should drop and read at a lower (suction)
proceed to the Repair Procedure. pressure on the gauge. This indicates the valve was
partially open and that your action closed it. Repeat
the test, but first warm the valve diaphragm or
capillary with your hand. If the low side gauge
drops again, the valve is not stuck.
Repair Procedure: Inspect the expansion valve

screen (except block type valves). To do this,
remove all refrigerant from the system. Disconnect
the inlet hose fitting from the expansion valve.
Remove, clean, and replace the screen. Reconnect
the hose and replace the receiver-drier. Evacuate
and recharge the system with refrigerant using a
scale. Check AC operation and performance. If the
expansion valve tests did not cause the low press-
ure gauge needle to rise and drop, and if the other
procedure described did not correct the problem,
the expansion valve is defective. Replace the valve.

PROBLEM: Expansion Valve Stuck Open
Indications:
Air from vents in the cab seems warm
or only slightly cool.

The expansion valve is stuck open and/or the Test: Operate the A/C system on it's coldest
capillary tube (bulb) is not making proper contact setting for a few minutes. Carefully spray
with the evaporator outlet tube. Liquid refrigerant nitrogen or another cold substance on the cap-
may be flooding the evaporator making it imposs- illary tube coil (bulb) or head of the valve. The low
ible for the refrigerant to vaporize and absorb pressure (suction) side gauge needle should now
heat normally. In vehicles where the expansion drop on the gauge. This indicates the valve has
valve sensing bulb is accessible, check the closed and is not stuck open. Repeat the test,
capillary tube for proper mounting and contact but first warm the valve diaphragm by warming
with the evaporator outlet tube. Then perform the with hands. If the low side gauge shows a drop
following test if the valve is accessible. If it is not, again, the valve is not stuck. Clean the surfaces of
proceed to the Repair Procedure. the evaporator outlet and the capillary coil or bulb.
Make sure the coil or bulb is securely fastened to
the evaporator outlet and covered with insulation
material. Operate the system and check perform-
ance.
Repair Procedure: If the test did not result in
proper operation of the expansion valve, the valve
is defective and must be replaced. Recover all
refrigerant from the system and replace the expan-
sion valve and the receiver-drier. Evacuate and
recharge the system with refrigerant using a
scale. Check A/C operation and performance.
PROBLEM: High Pressure Side Restriction
Indications:
Low side pressure - LOW
High side pressure - Normal to HIGH
Look for sweat or frost on high side hoses
and tubing. The line will be cool to the touch
near the restriction.

Kink in a line, collapsed hose liners, plugged Repair Procedure: After you locate the defective
receiver-drier or condenser, etc. component containing the restriction, recover all
of the refrigerant. Replace the defective compo-
nent and the receiver-drier. Evacuate and recharge
the system with refrigerant, then check A/C
operation and performance.

PROBLEM: Compressor Malfunction
Indications:
High side pressure - LOW
Compressor operates noisily.

- Defective reed valves or other internal Repair Procedure: If the belt is worn or loose,
components. replace or tighten it and recheck system perform-
ance and gauge readings. If inspection of the
compressor is required, all of the refrigerant must
be recovered and the compressor disassembled
to the point that inspection can be performed.
Replace defective components or replace the
compressor. If particles of desiccant are found in
the compressor, flushing of the system will be
required. It will also be necessary to replace the
receiver-drier. Always check the oil level in the
compressor, even if a new unit has been installed.
Rotary compressors have a limited oil reservoir.
Extra oil must be added for all truck installations.
Tighten all connections and evacuate the system.
Recharge the system with refrigerant using a scale.
Check system operation and performance.
PROBLEM: Thermostatic Switch Malfunction
Indications:
Low side pressure - Normal
Low side pressure may cycle within a smaller
range as the compressor clutch cycles
more frequently than normal. This may indicate
the thermostat is set too high.

- Thermostat malfunctioning possibly due to Replace the thermostatic switch. When removing
incorrect installation. the old thermostat, replace it with one of the same
type. Take care in removing and handling the
thermostat and the capillary tube that is attached
to it. Use care not to kink or break the tube.
Position the new thermostat capillary tube at or

close to the same location and seating depth
between the evaporator coil fins as the old one.
Connect the electrical leads

PROBLEM: Condenser Malfunction or System Overcharge
Indications:
Low Side High
High Side High
Discharge air may be warm.
High pressure hoses and lines are very hot.

- Lack of air flow through the condenser fins Repair Procedure: Check the engine cooling
system components, fan and drive belt, fan clutch
operation, and the radiator shutter. Inspect
condenser for dirt, bugs, or other debris, and
clean if necessary. Be sure the condenser
is securely mounted and there is adequate
clearance (about 38 mm) between it and
the radiator. Check the radiator pressure cap and
cooling system, including the fan, fan clutch, drive
belts and radiator shutter assembly. Replace any
defective parts and then recheck A/C system
operation, gauge readings, and performance.
If the problem continues, the system may be over-
charged. Recover the system refrigerant. Use a
scale to recharge the system using the correct
amount. Recheck A/C system operation, gauge
readings and performance. If the gauge readings
do not change, all of the refrigerant should be
recovered and the system flushed. The condenser
may be partially blocked -replace condenser. The
receiver-drier must also be replaced. Evacuate the
system, recharge, and check operation and
performance.

PREVENTIVE MAINTENANCE SCHEDULE FOR A/C SYSTEM
Truck Serial Number_________________________ Last Maintenance Check:_____________________
Site Unit Number____________________________ Name of Service Technician________________
Date:____________Hour Meter:________________
NOTE: Compressor should be run at least 5 minutes
(40°F minimum ambient temperature) every month,
Maintenance Interval in order to circulate oil and lubricate components.
COMPONENT (months)
Maintenance Interval
3 6 12 Done
COMPONENT (months)
1. Compressor
3 6 12 Done
Check noise level
5. Expansion Valve X
Check clutch pulley
Inspect capillary tube (if
Check oil level used) for leakage, damage,
Run system 5 minutes looseness
Check belt tension 6. Evaporator
(80-100) lbs; V-belt
Clean dirt, bugs, leaves, etc.
Inspect shaft seal for leakage from fins (w/ compressed air)
Check mounting bracket Check solder joints on inlet/
(tighten bolts) outlet tubes (leakage)
Check clutch alignment w/ Inspect condensation drain
crankshaft pulley (within
7. Other Components
0.06 in.)
Check discharge lines
Perform manifold gauge
(hot to touch)
check
Check suction lines
Verify clutch is engaging
(cold to touch)
2. Condenser
Inspect fittings/clamps/hoses
Clean dirt, bugs, leaves, etc.
Check thermostatic switch for
from coils (w/compressed air)
proper operation
Verify engine fan clutch is
Outlets in cab: 40°F to 50° F
engaging (if installed)
Inspect all wiring connections
Check inlet/outlet for
obstructions or damage Operate all manual controls
through full functions
3. Receiver-Drier
Check inlet line from
condenser (should be hot to
touch)
Replace, if system is opened
4. Accumulator
Check the inlet line from the
evaporator. It should be cool
to cold.
Replace the accumulator
each time the system is
opened.

NOTES:

SECTION N5
OPERATOR CAB CONTROLS
INDEX
OPERATOR CAB AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-3
STEERING WHEEL AND CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4

Horn Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Tilt / Telescope Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
Multi-Function Turn Signal Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-4
STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Steering Column Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
PEDALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Service Brake Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Dynamic Retarding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Dynamic Retard Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-6
Throttle/Accelerator Pedal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
GRADE/SPEED RETARD CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-7
OVERHEAD PANEL AND DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-9
CENTER CONSOLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Directional Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Override/Fault Reset Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Engine Stop Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
L.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
R.H. Window Control Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Hoist Control Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Raising The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Lowering The Dump Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-11
Retard Speed Control (RSC) Adjust Dial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Retard Speed Control (RSC) Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-12
Data Store Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
VHMS Snapshot In Progress Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Link Energized Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Service Engine Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
DIAGNOSTIC PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
VHMS Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Interface Module (IM) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Payload Meter Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Truck Control Interface (TCI) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Propulsion System Controller (PSC) Diagnostic Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
Engine Diagnostic Port (CENSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
N05070 10/06 Operator Controls N5-1

Engine Diagnostic Port (QUANTUM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-13
HEATER / AIR CONDITIONER COMPARTMENT AND CONTROLS . . . . . . . . . . . . . . . . . . . . N5-14
Fan Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Temperature Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Directional Control Knob . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
Heater Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-14
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-15
Key Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Engine Stop Switch with Five Minute Idle Timer Delay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-17
Rotating Beacon Light Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Heated Mirror Switch (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Rest Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Wheel Brake Lock Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Hazard Warning Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Cab/Air Conditioner Vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-18
Engine Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Right Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
High Beam Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Speedometer/Payload Meter Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Left Turn Signal Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Water Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Lamp Test Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-19
Ladder Light Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Manual Backup Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Fog Lights (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Payload Meter Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Panel Light Dimmer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-20
Hydraulic Oil Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Hourmeter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
Fuel Level Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-21
OVERHEAD STATUS / WARNING INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Status / Warning Indicator Light Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-23
VEHICLE HEALTH MONITORING SYSTEM (VHMS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-28
Interface Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
Basic Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-29
FUSE BLOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-30
CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-32
N5-2 Operator Controls 10/06 N05070

OPERATOR CAB AND CONTROLS
FIGURE 5-1. CAB INTERIOR - OPERATOR VIEW

1. Steering Wheel 6. Heater/Air Conditioner Controls 11. Radio, AM/FM Stereo Cassette
2. Service Brake Pedal 7. Instrument Panel 12. Warning Lights Dimmer Control
3. Retard Pedal 8. Grade/Speed Retard Chart 13. Warning/Status Indicator Lights
4. Throttle/Accelerator Pedal 9. Radio Speakers 14. Air Cleaner Vacuum Gauges
5. Heater/Air Conditioner Vents 10. Warning Alarm Buzzer 15. Windshield Wipers

STEERING WHEEL AND CONTROLS Multi-Function Turn Signal Switch
Steering wheel (1, Figure 5-2) can be telescoped "in"
and "out" and the lilt angle can be adjusted to provide
a comfortable steering wheel position for most opera-
tors.
Horn Button
Multi-function turn signal switch (4, Figure 5-2) is
Horn (2, Figure 5-2) is actuated by pushing the but- used to activate the turn signal lights, the windshield
ton in the center of the steering wheel. Ensure that wipers, and to select either high or low beam head-
the horn operates before moving the truck. Observe lights.
all local safety rules regarding the use of the horn as
a warning signal device before starting the engine Turn Signal Operation
and moving the vehicle.
Move the lever upward to signal a right turn.
Tilt / Telescope Lever An indicator in the top, center of the instrument

panel will illuminate to indicate turn direction
The steering column can be telescoped or the wheel selected. Refer to Instrument Panel and Indicator
tilted with lever (3, Figure 5-2). Lights in this section.
Adjust the tilt of the steering wheel by pulling the le-
ver toward the steering wheel and moving the wheel Move the lever downward to signal a left
to the desired angle. Releasing the lever will lock the turn.
wheel in the desired location.
NOTE: The turn signal does not automatically
Adjust the telescope function by pushing the lever
cancel after the turn has been completed.
forward to unlock. After positioning as desired,
release the lever to the lock position. High Beam Headlight Operation
Pulling the lever inward (toward the rear

of the cab) changes the headlights to
high beam. When the high beams are
selected, the indicator in the top center of the
instrument panel will illuminate. Moving the
switch back to the original position will return the
headlights to low beam.
Windshield Wiper Operation
Windshield Wipers OFF
Intermittent - Long Delay
Intermittent -Medium Delay
Intermittent -Short Delay
Low Speed
FIGURE 5-2. STEERING WHEEL & CONTROLS High Speed
1. Steering Wheel 3. Tilt/Telescope Lever Depressing the button at the end of the
2. Horn Button 4. Multi-Function Turn lever will activate the windshield washer.
Signal Switch

STEERING COLUMN Steering Column Inspection
Whenever the steering column or steering control
Removal
unit is removed for service, the steering column shaft
1. Shut down engine by turning the key switch splines should be inspected for excessive wear.
OFF and allow at least 90 seconds for the steer-
1. With steering column assembly removed from
ing accumulators to bleed down. Turn the steer-
truck, thoroughly clean splines on steering col-
ing wheel to be certain no pressure remains.
umn shaft and inspect for damage or excessive
2. Open the battery disconnect switch. wear.
3. Remove the access cover (15, Figure 5-3) from 2. Using an outside micrometer or dial caliper,
the front of the cab. If steering control unit is measure the outside diameter of the male
OK, do not disconnect any hydraulic lines. splines on the steering column shaft.
4. Loosen cap screws (10) on steering control unit
• Minimum diameter: 24.13 mm (0.950 in.)
(7) and move it out of the way.
5. Disconnect wire harness(s) from the steering
column. 3. If splines are smaller than minimum diameter
6. Remove screws retaining trim cover (14) where specification, replace steering column.
steering column enters the instrument panel
and remove cover. Installation
7. Remove four cap screws (4). Access to these 1. Insert cap screw (10) with lockwashers (11) and
screws is from the front of the cab through the flatwashers (5) through brackets (8 & 9) and
access opening. Also remove cap screws (12). then through steering column flange. Add sec-
8. Lift the steering column out of the instrument ond flat washer (5) and nut (13) to each cap
panel. screw to hold parts together. Tighten nuts
9.
securely.
2. Slide the entire assembly down the tapered
blocks until the brackets (8 & 9) contact the
mounting surface in the cab. Install cap screws
(4) and (12) with washers (5) and (6). Only
tighten cap screws (4).
3. Inspect brackets (8 & 9) to see if they contact
the mounting surface evenly, and are flat and
inline with the surface. If so, then tighten cap
screws (12). If brackets are not quite parallel,
then install flat washers (as needed) between
brackets and mounting surface to eliminate any
gaps. Tighten cap screws (12) to standard
torque.
4. After cap screws (4 & 12) are tightened to stan-
dard torque, remove nuts (13) and flatwashers
(5) that were holding the steering column to the
two brackets. Do not remove cap screws (10)
from the brackets.
5. Lubricate the male splines on the end of the
FIGURE 5-3. STEERING COLUMN INSTALLATIO steering column shaft.
1. Steering Wheel 9. Bracket R.H. Note: There is no lower end bearing in this new
2. Button Horn 10. Cap Screw steering column assembly, therefore the male end of
3. Steering Column 11. Lock Washer the shaft will have to be guided into the mating
4. Cap Screw 12. Cap Screw female part of the steering control unit (7).
5. Flat Washer 13. Nut 6. Without removing cap screws (10) from the
6. Lock Washer 14. Trim Cover holes, move the steering control unit (7) into
7. Steering Control Unit 15. Access Cover place and start each of the cap screws.
8. Bracket L.H.

7. Tighten four cap screws (10). Dynamic retarding is available in NEUTRAL only
8. Check for proper steering wheel rotation without when truck speed is above 4.8 kph (3 mph).
binding. Be certain wheel returns to neutral after When dynamic retarding is in operation, engine rpm
rotating 1/4 turn left and right. will automatically go to an advance retard speed set-
9. If disconnected, re-connect the hoses to the ting. This rpm will vary depending on temperature of
steering control unit. several electrical system components.
10. Connect the steering column wire harness(es) Dynamic retarding will be applied automatically if the
to the harness(es) in the cab. speed of the truck obtains the maximum speed set-
ting programmed in the control system software.
PEDALS
When dynamic retarding is activated, an indicator
Service Brake Pedal light in the overhead display will illuminate. The
grade/speed retard chart should always be used to
The service brake pedal (2, Figure 5-1) is a foot oper- determine safe downhill speeds. Refer to Grade/
ated pedal which applies the service brakes. Service Speed Retard Chart in this chapter.
brakes should only be applied when dynamic retard-
ing requires additional braking force to slow the truck
speed quickly. They should also be used to bring the
truck to a complete stop once the speed is less than
4.8 kph (3 mph). Dynamic Retard Pedal
Dynamic Retarding Dynamic retard pedal (3, Figure 5-1) is a foot oper-
ated pedal which allows the operator to slow the
Dynamic retarding is a braking torque (not a brake) truck and maintain a safe productive speed without
produced through electrical generation by the wheel- the use of the service brakes. For normal truck oper-
motors when the truck motion (momentum) is the ation, only dynamic retarding should be used to slow
propelling force. and control the speed of the truck. The Grade/Speed
For normal truck operation, dynamic retarding Chart (8, Figure 5-1) should always be followed to
should be used to slow and control truck speed. determine MAXIMUM safe truck speeds for descend-
ing various grades with a loaded truck. Service
Dynamic retarding is available in FORWARD/ brakes should be applied only when dynamic retard-
REVERSE at all truck speeds above 0 kph/mph; ing requires additional braking force to slow the truck
however, as the truck speed slows below 4.8 kph (3 speed quickly or to bring the truck to a complete stop.
mph), the available retarding force may not be effec-
tive. Use the service brakes to bring the truck to a When dynamic retarding is in operation, the engine
complete stop. rpm will automatically go to an advance rpm retard
speed setting (usually 1250 rpm)*. Dynamic retarding
Dynamic retarding will not hold a stationary truck on will be applied automatically, if the speed of the truck
an incline.Use the parking brake or wheel brake lock reaches the predetermined overspeed retard setting.
for this purpose. Dynamic Retarding is available in FORWARD/
REVERSE at all truck speeds above 0 kph/mph, but
is available in NEUTRAL only when truck speed is
above 4.8 kph (3 mph).

Throttle/Accelerator Pedal GRADE/SPEED RETARD CHART
Throttle/accelerator pedal (4, Figure 5-1), and shown Grade/speed retard chart (8, Figure 5-1), and shown
below, is a foot-operated pedal which allows the below, provides the recommended MAXIMUM
operator to control engine rpm depending on pedal retarding limits at various truck speeds and grades
depression. with a fully loaded truck.
It is used by the operator to request torque from the This decal in the truck may differ from the decal
motors when in forward or reverse. In this mode, the below due to optional truck equipment such as:
propulsion system controller commands the correct wheel motor drive train ratios, retarder grids, tire
engine speed for the power required. In NEUTRAL, sizes, etc. Always refer to this decal in the operator's
this pedal controls engine speed directly. cab and follow these recommendations for truck
operation.
The operator must reference this chart before
descending any grade with a loaded truck. Proper
use of dynamic retarding will maintain a safe speed.
Two speed lists are provided, one for continuous
retarding, and the second for short term (approxi-
mately three-minute) retarding. Both lists are
matched to the truck at maximum Gross Vehicle
Weight (GVW). The two ratings are guidelines for
proper usage of the retard function on downhill
grades.

The "short term" numbers listed on the chart indicate The "short term" rating will successfully accommo-
the combination of speeds and grades which the date most downhill loaded hauls. It is necessary to
vehicle can safely negotiate for a short duration divide haul road grade segment length by allowable
before system components reach the maximum speed to determine actual time on grade. If actual
allowable temperature during retarding. These time on the grade exceeds the allowable limits, the
speeds are faster than the "continuous" values, grade will need to be negotiated at the "continuous"
reflecting the thermal capacity of various system speed.
components. System components can accept heat-
The "continuous" numbers on the chart indicate the
ing at a higher-than-continuous rate for a short period
combination of speeds and grades which the vehicle
of time. Beyond this short duration of time, the sys-
can safely negotiate for unlimited time or distance
tem would become overheated.
during retarding.
If the vehicle is operated at "short term" grade and
DO NOT exceed these recommended MAXIMUM
speed limits for a period of time exceeding thermal
speeds when descending grades with a loaded truck.
capacity, the Propulsion System Controller (PSC)
gradually reduces retarding effort from "short term" to
"continuous". The "retard @ continuous" indicator
light will illuminate alerting the operator of the retard-
ing reduction and the need for a reduction in speed.
The operator must use the service brakes to quickly
slow the truck to maximum "continuous" retarding
limits or less.
Do not LIGHTLY apply the service brakes when

attempting to slow the truck on a downhill grade.
Overheating of the brakes will result. FULLY
apply the brakes (within safe limits for road con-
ditions) in order to quickly slow the truck to max-
imum "continuous" retarding limits or less.
NOTE: The "three minute" curve is a MINIMUM; the
actual time limit could be greater. Ambient
temperature, barometric pressure and recent motor
power levels can affect this number.

OVERHEAD PANEL AND DISPLAYS Status/Warning Indicator Light Panel
The items listed below are located on the overhead Panel (13, Figure 5-1) contains an array of indicator
panel. Refer to Figure 5-1 for the location of each lights to provide the operator with important status
item. A brief description of each component is docu- messages concerning selected truck functions. Refer
mented below. to Instrument Panel and Indicator Lights in this sec-
tion for a detailed description of these indicators.
Radio Speakers
Radio speakers (9, Figure 5-1) for the AM/FM Stereo
cassette are located at the far left and right of the Air Cleaner Vacuum Gauges
overhead panel.
Air cleaner vacuum gauges
(14, Figure 5-1) provide a con-
tinuous reading of the maxi-
Warning Alarm Buzzer mum air cleaner restriction
Warning alarm buzzer (10, Figure 5-1) will sound reached during operation. The
when activated by any one of several truck functions. air cleaner(s) should be ser-
Refer to Instrument Panel and Indicator Lights in this viced when the gauge(s)
section for a detailed description of functions and shows the maximum recommended restriction of
indicators that will activate this alarm. 635 mm (25 in.) of H2O vacuum.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
Cab Radio
This panel will normally contain AM/FM Stereo Cas-
sette (11, Figure 5-1). Refer to Section 70 for a more Windshield Wipers
complete description of the radio and its functions. Windshield wipers (15, Figure 5-1) are powered by
Individual customers may use this area for other pur- an electric motor. Refer to Steering Wheel And Con-
poses, such as a two-way communications radio. trols in this section for a location and description of
the windshield wiper and washer controls.
Warning Light Dimmer Control

Warning light dimmer control (12, Figure 5-1) permits
the operator to adjust the brightness of warning indi-
cator lights (13).

CENTER CONSOLE Directional Control Lever
Directional Control Lever (2, Figure 5-4) is mounted
on a console to the right of the operator's seat. It is a
four position switch that controls the park, forward,
neutral, and reverse motion of the truck. When the
directional control lever is in the center N position, it
is in NEUTRAL. When the directional control lever is
in the P position, it is in PARK, and the parking brake
will also be applied. The parking brake is spring
applied and hydraulically released. It is designed to
hold a stationary truck when the engine is off and the
key switch is turned OFF. The truck must be com-
pletely stopped before moving the directional control
lever to PARK, or damage may occur to parking
brake. When the key switch is ON, and the direc-
tional control lever is in PARK, the parking brake indi-
cator light (A3, overhead panel, Figure 5-8) will be
illuminated.
The directional control lever handle must be in
PARK to start the engine.
NOTE: Do not move the directional control lever to
the PARK position at the shovel or dump. With key
switch ON and engine on. Sudden shock caused by
loading or dumping could cause the system's motion
FIGURE 5-4. CENTER CONSOLE sensor to release the park brake.
The operator can select FORWARD drive by moving
1. Center Console the handle to the F position.
2. Directional Control Lever The operator can select REVERSE drive by moving
3. Override/Fault Reset Switch the handle to the R position.
4. Engine Stop Switch
5. L.H. Window Control Switch NOTE: The truck must be stopped before the
6. R.H. Window Control Switch selector handle is moved to a drive position.
7. Hoist Control Lever
8. Retarder Speed Control Dial
9. RSC Switch
12. Link Energized Light (Red)
13. Service Engine Light (Blue)
14. 12V Auxiliary Power Outlets

Override/Fault Reset Switch R.H. Window Control Switch
Switch (3, Figure 5- Switch (6, Figure 5-4) is spring-loaded to the OFF
4) is spring-loaded position.
to the OFF position.
• Pushing the front of the switch raises the right
When pushed in side cab window.
and held, this
switch may be used • Pushing the rear of the switch lowers the window.
for several functions.
1. This switch permits the operator to override the
body-up limit switch and move the truck forward Hoist Control Lever
when the directional control lever is in FOR- Hoist control (7, Figure 5-4) is a four position hand-
WARD, the dump body is raised, and the operated lever located between the operator seat
brakes are released. and the center console (see illustration below).
Use of the override switch for this purpose is
intended for emergency situations only!
2. The push button deactivates the retard pedal
function when speed of truck is below 4.8 kph (3
mph).
3. The override switch is also used to reset an
electric system fault when indicated by a red
warning light. Refer to Overhead Status/Warn-
ing Indicators in this section.
Engine Stop Switch

Switch (4, Figure 5-4) is used to stop the
engine. Pull the switch up to stop the
engine. Push the switch back down to Raising The Dump Body
enable engine operation.
1. Pull the lever to the rear to actuate hoist circuit.
Use this switch to stop the engine if the key switch (Releasing the lever anywhere during "hoist up"
should fail to operate, or to stop the engine without will place the body in HOLD at that position.)
turning off the 24 VDC electrical circuits.
2. Raise engine rpm to increase hoist speed.
A ground level engine stop switch is also located at 3. Reduce engine rpm as the last stage of the
the right front corner of the truck. hoist cylinders begin to extend and then let the
engine go to low idle as the last stage reaches
half-extension.
4. Release hoist lever as the last stage reaches
L.H. Window Control Switch full extension.
5. After material being dumped clears the body,
Switch (5, Figure 5-4) is spring-loaded to the OFF lower the body to frame.
position.
Refer to Operating Instructions - Dumping, for more
• Pushing the front of the switch raises the left side complete details concerning this control
cab window.
• Pushing the rear of the switch lowers the window.
Lowering The Dump Body
Move hoist lever forward to DOWN position and
release. Releasing the lever places hoist control
valve in the FLOAT position allowing the body to
return to frame.

Retard Speed Control (RSC) Adjust Dial With RSC switch on and dial adjusted, the system
will function as follows: As truck speed increases to
Dial (8, Figure 5-4) allows the operator to vary the
the "set" speed and throttle pedal released, dynamic
downhill truck speed that the retard speed control
retarding will apply. As truck speed tries to increase,
system will maintain when descending a grade. This
the amount of retarding effort will automatically
function can be overridden by either the accelerator,
adjust to keep the selected speed. When truck speed
retard lever, or retard pedal.
decreases, the retarding effort is reduced to maintain
When the dial is rotated counterclockwise the selected speed. If truck speed continues to
toward this symbol, the truck will descend decrease to approximately 4.8 kph (3 mph) below
a grade at lower speeds. "set" speed, dynamic retarding will turn off automati-
cally. If truck speed must be reduced further, the
When the dial is rotated clockwise toward
operator can turn the adjust dial to a new setting or
this symbol, the truck speed will increase.
depress the foot operated retard pedal.
If the operator depresses the foot operated retard
Always refer to the Grade/Speed Retard Chart in the pedal and the retard effort called for is greater than
operator's cab and follow the recommendations for that from the automatic system, the foot pedal retard
truck operation. DO NOT exceed these recom- will override RSC.
mended MAXIMUM speeds when descending
grades with a loaded truck.
Throttle pedal position will override RSC setting. If
operator depresses throttle pedal to increase truck
speed, dynamic retarding will not come on unless
truck overspeed setting is reached or foot operated Retard Speed Control (RSC) Switch
retard pedal is used. When throttle pedal is released Switch (9, Figure 5-4) turns the system on and off.
and RSC switch is on, dynamic retarding will come Push the knob in for OFF and pull the knob out to
on at, or above, the RSC dialed speed and will adjust turn the system ON.
truck speed to, and maintain, the dialed speed.
To adjust RSC control, pull switch (9) ON and start
with dial (8) rotated toward fastest speed while driv-
ing truck at desired maximum speed. Relax throttle
pedal to let truck coast and turn RSC adjusting dial
slowly counterclockwise until dynamic retarding is
activated. Dynamic retarding will now be activated
automatically anytime the "set" speed is reached, the
RSC switch is on, and throttle pedal is released.

Data Store Button Truck Control Interface (TCI) Diagnostic Port
Button (10, Figure 5-4) is for use by qualified mainte- Diagnostic port (4) is used to access diagnostic infor-
nance personnel to record in memory a “snap-shot” mation for the Truck Control Interface (TCI).
of the AC drive system. It will also trigger the VHMS
system to store a snap-shot of the truck operating Propulsion System Controller (PSC)
system. Light (11, Figure 5-4) will stay illuminated Diagnostic Port
while the VHMS system is recording the snap-shot. Diagnostic port (4) is used to access diagnostic infor-
mation for the Propulsion System Controller (PSC).
VHMS Snapshot In Progress Light
Light (11, Figure 5-4) is an indicator that will illumi- Engine Diagnostic Port (CENSE)
nate while the VHMS system is in the process of tak- Diagnostic port (6) is a three pin connector used to
ing a snapshot of machine data. access diagnostic information for the engine monitor-
ing system.
Link Energized Light
Light (12, Figure 5-4) is a red indictor that, when illu- Engine Diagnostic Port (QUANTUM)
minated, indicates that the AC drive system is ener- Diagnostic port (7) is a nine pin connector used to
gized. No one is permitted to work on the AC drive access diagnostic information for the engine control
system while this light is illuminated. system.
Service Engine Light
Light (13, Figure 5-4) is a blue indicator that will illu-

minate if a problem is detected by the electronic
engine monitoring system.
Electric propulsion and dynamic retarding will still be

available.
If this light is ON, notify maintenance personnel so
they can diagnose and repair the problem the next
time the truck is in the shop for repairs or at the next
PM (Preventive Maintenance) interval.
DIAGNOSTIC PORTS
The diagnostic ports shown in Figure 5-5 are located FIGURE 5-5. DIAGNOSTIC PORTS
on the back wall of the cab next to the D.I.D. Panel.
1. VHMS Diagnostic Port 5. PSC Diagnostic Port
VHMS Diagnostic Port 2. IM Diagnostic Port 6. Engine Diagnostic Port
3. Payload Meter (CENSE)
Diagnostic port (1, Figure 5-5) is used to download Diagnostic Port 7. Engine Diagnostic Port
truck operation data from the VHMS controller. 4. TCI Diagnostic Port (QUANTUM)
Interface Module (IM) Diagnostic Port

Diagnostic port (2) is used to connect the interface
module to a computer for installing software.
Payload Meter Diagnostic Port

Diagnostic port (3) is used to download data from the
payload meter system. Refer to Section 60, Payload
Meter III, for a more complete description of the pay-
load meter and its functions.

HEATER / AIR CONDITIONER Heater Vents
COMPARTMENT AND CONTROLS Each heater/air conditioner vent (4, Figure 5-6) is a
The heater/air conditioner compartment contains flapper type which may be opened or closed or
heater/air conditioner controls (6, Figure 5-1) and rotated 360° for optimum air flow. There are four
some of the heater/air conditioner components, such (three not shown) across the top of the panel, one
as the blower motor assembly and heater coils. Opti- each in the right and left panel modules, and four
mum cab air climate can be selected by using the fol- below the panel.
lowing controls in various combinations.
Fan Control Knob

Knob (1, Figure 5-6) controls the cab air fan motor.
The fan motor is a 3-speed motor: low (setting 1),
medium (setting 2), and high (setting 3). Speeds are
selected by rotating the control knob clockwise to the
desired position. OFF is full counter-clockwise
position (setting 0).
Temperature Control Knob

Knob (2, Figure 5-6) allows the operator to select a
comfortable temperature.
• Rotating the knob counterclockwise (blue arrow)
will select cooler temperatures. Full
counterclockwise position is the coldest air
setting. FIGURE 5-6. A/C & HEATER CONTROLS
• Rotating the knob clockwise (red arrow) will

select warmer temperatures. Full clockwise
position is the warmest heater setting.
Directional Control Knob

Knob (3, Figure 5-6) directs heated air to different
areas of the cab.
• The full counterclockwise position directs air to
the floor vents only.
• Turning the knob one position clockwise directs
air to both the floor and dash vents.
• Turning the knob one more position clockwise
directs air to the dash vents only.
• Turning the knob one more position clockwise
directs air to the windshield defrost vents only.
• The full clockwise position directs air to both the
floor and windshield defrost vents.

INSTRUMENT PANEL
Control Symbols This symbol when it appears on
an indicator or control identifies
The operator must understand the function and oper-
that this indicator or control is
ation of each instrument and control. Many control
NOT used.
functions are identified with international symbols
that the operator should learn to recognize immedi-
ately. This knowledge is essential for proper and safe
operation.
Items that are marked optional do not apply to every
truck. This symbol identifies a rotary
control or switch. Rotate the knob
The following symbols are general indicators and
clockwise or counterclockwise for
may appear in multiple locations and combinations
functions.
on the instrument panel.
Most switches have two LED lights inside them, one
amber and one green in color. The amber is located
in the top portion of the switch and indicates that
This symbol identifies a switch
function has been activated. The green LED is
used to test or check a function.
located in the lower portion of the switch and indi-
Press the switch on the side near
cates that function has not been activated.
the symbol to perform the test.
• To activate a function, push on the top portion of
the switch. At this time, the amber LED will be
illuminated, and the green LED will be OFF.
• To de-activate a function, push on the lower
portion of the switch. At this time, the green LED
will be illuminated, and the amber LED will be
OFF.
NOTE: The green LED light in the hazard light
switch, head light switch and the ladder light switch
will be illuminated when battery power is connected
to the truck. The LED lights in the other switches will
illuminate when the key switch is turned to the ON
position.

FIGURE 5-7. PANEL GAUGES, INDICATORS, AND CONTROLS
1. Key Switch 14. Left Turn Signal Indicator
2. Engine Stop Switch with Timer Delay 15. Water Temperature Gauge
3. Rotating Beacon (Optional) 16. Lamp Check Switch
4. Heated Mirrors (Optional) 17. Headlight/Panel Illumination Light Switch
5. AC Drive System Rest Switch 18. Ladder Light Switch (3-Way)
6. Wheel Brake Lock Switch 19. Backup Light Switch
7. Hazard Lights Switch 20. Fog Light Switch
8. Heater/Air Conditioner Vents 21. Payload Meter Mode Switch
9. Engine Oil Pressure Gauge 22. Panel Illumination Lights Dimmer Control
10. Right Turn Signal Indicator Light 23. Hydraulic Oil Temperature Gauge
11. Digital Tachometer 24. Engine Hourmeter
12. High Beam Headlight Indicator 25. Fuel Level Gauge
13. Speedometer/Payload Meter Display

Key Switch Operation
Key switch (1, Figure 5-7) is a three-position (OFF, 1. Stop the truck, and reduce engine rpm to low
RUN, START) switch. idle. Place the directional control lever in PARK.
Place the rest switch in the ON position to put
the drive system in REST mode of operation.
Refer to the discussion of the rest switch later in
this chapter.
2. Press the top of the engine shutdown switch to
select the ON (center) position. Press the top of
the switch again to activate the timer delay
(MOMENTARY position). Release the switch
and allow it to return to the ON position.
When the delay timer has been activated, the
timer delay indicator light (C4, Figure 5-8) in the
overhead status panel will illuminate to indicate
that the shutdown timing sequence has started.
The engine will continue to idle for approxi-
mately five minutes to allow for proper engine
cool-down before stopping.
Starting 3. Turn the key switch counterclockwise to the
OFF position to cause the engine to stop when
When the switch is rotated one position clockwise, it the timing sequence is complete. When the
is in the RUN position and all electrical circuits engine stops, this will activate the hydraulic
except START are activated. bleed-down timer and turn off the 24 VDC elec-
1. With the directional control lever in PARK, tric circuits controlled by the key switch.
rotate key switch fully clockwise to the START NOTE: To cancel the five minute idle timer
position, and hold this position until the engine sequence, press the timer delay switch to the OFF
starts. The START position is spring-loaded to (lower) position. If the key switch is in the OFF
return to RUN when the key is released. If the position, the engine will stop. If the key switch is in
engine is equipped with a prelube system, a the ON position, the engine will continue to run.
noticeable delay will occur before engine crank-
ing begins. 4. With key switch OFF, and engine stopped, wait
at least 90 seconds. Ensure the steering circuit
2. After engine has started, place rest switch (5, is completely bled down by turning the steering
Figure 5-7) in the OFF position, which will de- wheel back and forth several times. No front
activate the rest mode of operation. Refer to the wheel movement will occur when hydraulic
discussion of rest switch later in this chapter. pressure is relieved.
5. Verify all the link voltage lights turn off within
five minutes after the engine is shut down. One
Engine Stop Switch with Five Minute Idle Timer is located on the rear of the center console in
Delay the cab, two others are located in the access
Switch (2, Figure 5-7) is a three- panel at the left front corner of the electrical
position, rocker type switch with cabinet. If the lights remain on, refer to Section
OFF, ON and MOMENTARY posi- E in the service manual for additional instruc-
tions. When used, the engine is tions and information.
allowed to idle for approximately 6. Close and lock all windows. Remove key from
five minutes before it stops. The key switch and lock cab to prevent possible
delayed shutdown feature allows unauthorized truck operation. Dismount the
the engine to cool down slowly, truck properly.
reducing internal temperatures as
coolant is circulated through the
engine.

Rotating Beacon Light Switch Wheel Brake Lock Control
(Optional)
Switch (6, Figure 5-7) should be
Switch (3, Figure 5-7) controls used when the engine is running dur-
the operation of the rotating bea- ing dumping and loading operations
con light. only. The brake lock switch actuates
the hydraulic brake system which
locks the rear wheel service brakes
Heated Mirror Switch
only. When pulling into the shovel or
(Optional)
dump area, stop the truck using the
Switch (4, Figure 5-7) controls the foot-operated service brake pedal.
operation of the heated mirrors. When the truck is completely
stopped and in the loading position, apply the brake
Rest Switch lock by pressing on the top of the rocker switch.
Switch (5, Figure 5-7) is a rocker Move the directional control lever to NEUTRAL. DO
type switch with a locking device for NOT place the directional control lever in PARK. To
the OFF (lower side pressed in) release, press the lower part of the rocker switch.
position. There is no LED light to
illuminate when this switch is in the
OFF position. A small black tab
must be pushed to the left to unlock
the switch before the top side can
Do not use this switch to stop the truck unless
be depressed to switch to the ON
the foot-operated treadle valve is inoperative.
position. When in the ON position,
Use of this switch applies rear service brakes at a
an internal amber lamp will illuminate. The switch
reduced, unmodulated pressure. Do not use the
should be activated to de-energize the AC drive sys-
brake lock for parking. With the engine stopped,
tem whenever the engine is to be shutdown or
hydraulic pressure will bleed down, allowing the
parked for a length of time with the engine running.
brakes to release.
The directional control lever must be in PARK and
the vehicle not moving to enable this function. This
Use at shovel and dump only to hold the truck in
will allow the engine to continue running while the AC
position
drive system is de-energized.
Hazard Warning Lights

Activation of the rest switch alone DOES NOT
Switch (7, Figure 5-7) flashes all the
completely ensure that the drive system is safe
turn signal lights. Pressing the top
to work on. Refer to Section 20, Safety, for more
side of the rocker switch activates
information on servicing a 830E truck. Check all
these lights. When these lights are
"link-on", or "link energized", indicator lights to
on, a red LED light will be illumi-
verify the AC drive system is de-engergized
nated inside the switch. Pressing on
before performing any maintenance on the drive
the lower side of the rocker switch
system. DO NOT activate the rest switch while
turns these lights off, and a green
the truck is moving! The truck may unintention-
LED light will be illuminated.
ally enter the “rest” mode after stopping.
An amber (yellow) indicator light

in the overhead panel (B6, Figure Cab/Air Conditioner Vents
5-8) will illuminate when the
"rest" state has been requested Vents (8, Figure 5-7) may be directed by the operator
and entered. to provide the most comfortable cabin air flow.

Engine Oil Pressure Gauge Left Turn Signal Indicator
Gauge (9, Figure 5-7) indicates pres- Indicator (14, Figure 5-7) illuminates to indicate that
sure in the engine lubrication system the left turn signals are operating when the turn sig-
in pounds per square inch (psi). nal lever on the steering column is moved downward.
Moving the lever to its center position will turn the
Normal operating pressure after
indicator off.
engine warm up should be:
Idle - 138 kPa (20 psi) Minimum
Rated Speed - 310 - 483 kPa (45 to 70 psi)
Water Temperature Gauge
Gauge (15, Figure 5-7) indicates the
temperature of the coolant in the
engine cooling system. The tempera-
Right Turn Signal Indicator
ture range after engine warm-up and
Indicator (10, Figure 5-7) illuminates to indicate that truck operating under normal condi-
the right turn signals are operating when the turn sig- tions should be:
nal lever on the steering column is moved upward.
85°-97°C (185°-207°F)
Moving the lever to its center position will turn the
indicator off.
Lamp Test Switch

Switch (16, Figure 5-7) is provided
to allow the operator to test the
Tachometer
indicator lamps prior to starting the
Tachometer (11, Figure 5-7) displays engine crank- engine. To test the lamps and the
shaft speed in revolutions per minute (rpm). warning horn, turn key switch (1,
Figure 5-7) to the RUN position
Governed rpm
and press the top side of the
Low Idle - 750 rpm rocker switch for the CHECK posi-
tion. All lamps should illuminate
High Idle - 1910 rpm
except those which are for optional
Full Load - 1900 rpm equipment that may not be installed. The warning
horn should also sound. Any lamp bulbs which do not
illuminate should be replaced before operating the
truck. Releasing the spring-loaded switch will allow
the switch to return to the OFF position. A green LED
High Beam Indicator will illuminate in both switch positions.
Indicator (12, Figure 5-7) illuminates to indicate that
the truck headlights are on high beam. To switch the
headlights to high beam, push the turn indicator lever Light Switch
away from the steering wheel. For low beam, pull the
The instrument panel lights, clear-
lever toward the steering wheel.
ance lights, and the headlights are
controlled by this three-position
rocker type switch (17, Figure 5-7).
Speedometer/Payload Meter Display OFF is selected by pressing the
Speedometer/payload meter display (13, Figure 5-7) bottom of the switch. Press the top
indicates the truck speed in kilometers per hour (kph) of the switch until it reaches the first
or in miles per hour (mph). The display also shows detent to select the panel lights,
payload meter information. For more information, see clearance lights and tail lights only.
Section 60, Payload Meter III, in this manual. Press the top of the switch again
until it reaches the second detent to select head-
lights, panel lights, clearance lights and tail lights.

Ladder Light Switch Payload Meter Switch
Ladder light switch (18, Figure 5-7) Payload meter switch (21, Figure 5-
turns the ladder lights on or off. 7) is a two-way, momentary rocker
Pressing the top of the rocker switch switch. The top position is the
turns the lights on. Pressing the bot- SELECT position. The SELECT
tom of the switch turns the lights off. position is used to step through the
A green LED light will illuminate in different displays. The lower posi-
both switch positions. Another ladder tion is the SET position. The SET
light switch is mounted at the right position is used to set the operator
front corner of the truck near the ID, or clear the load and total ton
base of ladder. counters. Refer to Section 60, Payload Meter III, for a
more complete description of the payload meter sys-
tem and its functions.
Manual Backup Switch

Manual backup switch (19, Figure
Panel Light Dimmer
5-7) allows the backup lights to be
turned on for added visibility and Panel light dimmer (22, Figure 5-7)
safety when the directional control is a rheostat which allows the opera-
lever (see Operator Controls) is not tor to vary the brightness of the
in REVERSE position. When the instruments and panel lights.
switch is in the ON position, the
manual back up light indicator (B4,
overhead panel, Figure 5-8) will be • Rotating the knob to the full clockwise position
illuminated. turns the panel lights on to the brightest
condition.
• Rotating the knob counterclockwise continually
dims the lights until OFF position is reached at
full counterclockwise rotation.
Fog Lights (Optional)
Fog lights (20, Figure 5-7) are
optional equipment that are useful in
foggy conditions and heavy rain.
Pressing the top of the rocker switch
turns the fog lights on. Pressing the
bottom of the switch turns the lights
off.

Hydraulic Oil Temperature Gauge Hourmeter
Hydraulic oil temperature gauge (23, Hourmeter (24, Figure 5-7) registers
Figure 5-7) indicates oil temperature the total number of hours the engine
in the hydraulic tank. There are two has been in operation.
colored bands: green and red.
Green indicates normal operation.
As the needle approaches the red zone, minimum
engine idle speed will increase to help cool the oil.
Red indicates high oil temperature in the hydraulic Fuel Level Gauge
tank. Continued operation could damage compo- Fuel level gauge (25, Figure 5-7) indi-
nents in the hydraulic system. There is also a red cates how much diesel fuel is in the
temperature warning light in the overhead panel (A1, fuel tank.
Figure 5-8) that will illuminate when the temperature
exceeds a certain level (when the needle enters the The fuel tank capacity is 4542 liters
red zone). If this condition occurs, the operator (1200 gallons).
should safely stop the truck, move the directional
control lever to PARK, and operate engine at 1200 -
1500 rpm to reduce system temperature.
If temperature gauge does not move into the

green range after a few minutes, and the red
overhead indicator light does not go out, stop the
engine and notify maintenance personnel imme-
diately.

OVERHEAD STATUS / WARNING INDICATORS
FIGURE 5-8. OVERHEAD STATUS / WARNING INDICATOR
Row / Indicator Indicator Color Row / Indicator Indicator Color

Column Description Wire Index Column Description Wire Index
A1* Hydraulic Oil Temp. High Red-24VIM/34TL A5 No Propel/ No Retard Red-12M/75-6P1
B1* Low Steering Pressure Red-12F/33A B5 Propulsion System Amber-12F/79WI
C1 Low Accumulator Press. Red-12F/33K Warning
D1 Not Used C5 Propulsion System Amber -12F/34TW1

Temperature
E1 Low Brake Pressure Red-12F/33L
D5 Electrical System Failure Red-24VIM/311MLI
A2* Low Hydraulic Oil Level Red-12F4/34LL
E5 Battery Charge System Red-24VIM/11BCF1
B2* Low Automatic Amber-12MD8/ Failure
Lubrication Pressure 68LLP
A6 NO PROPEL Red-12M/75NPI
C2* Circuit Breaker Tripped Amber-12MD3/31CB
B6 Propulsion System @ Amber-12M/72PR1
D2* Hydraulic Oil Filter Amber-12MD/39 Rest
E2* Low Fuel Amber-24VIM/38 C6* Propulsion System Not Amber-12MD/72NR1
A3* Park Brake Applied Amber-24VIM/52AL Ready
B3* Service Brake Applied Amber-12MD/44L D6* Reduced Propulsion Amber-12MD/72LP1
System
C3* Body Up Amber-12MD6/63L
E6* Retard @ Reduced Level Amber-12MD/76LR1
D3* Dynamic Retarding Amber-12MD/44DL
E3 Stop Engine Red-12M/31MT * Brightness for these indicator lamps can be
A4* Starter Failure Amber-21SL/24VIM adjusted by using dimmer control (12, Figure 5-1).
B4* Manual Back-Up Lights Amber-12MD/47L
C4* 5 Min. Shutdown Timer Amber-12MD/23L1
D4* Retard Speed Control Amber-12MD/31R
E4* Check Engine Amber-12MD7/419

Status / Warning Indicator Light Symbols B1. Low Steering Pressure
Amber indicator lights alert the operator that the indi- When the key switch is turned
cated truck function requires some precaution when ON, the low steering pressure
lighted. warning light will illuminate until
the steering system hydraulic
Red indicator lights alert the operator that the indi-
pressure reaches 15 858 kPa
cated truck function requires immediate action by
(2300 psi). The warning alarm
the operator. Safely stop the truck and turn the
will also turn on, and both will remain on, until the
engine off.
accumulator has been filled with hydraulic oil.
DO NOT OPERATE THE TRUCK WITH A RED
During truck operation, the low steering pressure
WARNING LIGHT ILLUMINATED!
warning light and warning horn will turn on if the
Refer to Figure 5-8 and the descriptions below it for steering system hydraulic pressure drops below
explanations of the symbols. Location of the symbols 15 858 kPa (2300 psi).
are described by rows (A - E) and columns (1 - 6).
• If the light illuminates momentarily (flickers) while
turning the steering wheel while at low truck
speed and low engine rpm, truck operation may
continue. This may be considered normal.
A1. High Hydraulic Oil Temperature
• If the indicator light illuminates at higher truck
This red warning light indicates
speed and high engine rpm, DO NOT OPERATE
high oil temperature in the THE TRUCK.
hydraulic tank. Continued opera-
tion could damage components
in the hydraulic system.
The light illuminates at 107°C
(225°F) If the low steering warning light continues to illu-
If this condition occurs, the operator should safely minate and the alarm continues to sound, low
stop the truck, move the directional control lever to steering pressure is indicated. The remaining
PARK, and operate engine at 1200 - 1500 rpm to pressure in the accumulators allows the operator
reduce system temperature. to control the truck to a stop. Do not attempt fur-
ther operation until the malfunction is located
and corrected.
If temperature gauge does not move into the

green range after a few minutes, and the red
overhead indicator light does not go out, stop the
engine and notify maintenance personnel imme-
diately.

C1. Low Accumulator Pre- A2. Low Hydraulic Tank Level
charge Pressure
This warning light indicates the
The low accumulator precharge oil level in the hydraulic tank is
warning light, if illuminated, indi- below recommended level. Dam-
cates low nitrogen precharge for age to hydraulic pumps may
the steering accumulator(s). To occur if operation continues.
check for proper accumulator Stop the truck and turn the
nitrogen precharge, the engine must be stopped and engine off. Notify maintenance personnel immedi-
the hydraulic system completely bled down. Turn the ately.
key switch to the RUN position. The warning light will
not illuminate if the accumulators are properly
charged. The warning light will flash if the nitrogen
precharge within the accumulator(s) is below 7585 ±
310 kPa (1100 ± 45 psi). B2. Automatic Lubrication Sys-
tem Pressure
This amber light will illuminate if
the automatic lubrication system
fails to reach 13 790 kPa (2,000
If the low accumulator precharge warning light
psi) at the junction block located
flashes, notify maintenance personnel immedi-
on the rear axle housing within a
ately. Do not attempt further operation until the
specified time after the lube timer initiates a cycle of
accumulators have been recharged with nitro-
grease. To turn the light off, turn key switch OFF,
gen. Refer to the shop manual for proper charg-
then back to ON again. Notify maintenance person-
ing instructions. If nitrogen precharge pressure
nel at earliest opportunity after light comes on.
is low, sufficient oil for emergency steering may
not be available.
D1. Not Used C2. Circuit Breaker Tripped
This light is reserved for future use. This amber light will illuminate if
any of the circuit breakers in the
relay circuit control boards are
tripped. The relay circuit boards
are located in the electrical con-
trol cabinet.
E1. Low Brake Pressure

This red indicator light indicates a
malfunction within the hydraulic
brake circuit. If this light illumi- D2. Hydraulic Oil Filter Monitor
nates and the buzzer sounds, This amber light indicates a
stop the truck, shift to PARK, restriction in the high pressure fil-
and turn the engine off. Notify ter assembly for either the steer-
maintenance personnel. ing or hoist circuit. This light will
NOTE: Adequate hydraulic fluid is stored to allow the illuminate before filters start to
operator to safely stop the truck. bypass. Notify maintenance per-
sonnel at earliest opportunity after the light illumi-
nates.
NOTE: The filter monitor warning light may also
illuminate after the engine is initially started if the oil
is cold. If the light turns off after the oil is warmed,
filter maintenance is not required.

E2. Low Fuel E3. Stop Engine
This amber low fuel indicator This red engine monitor warning
light will illuminate when the light will illuminate if a serious
usable fuel remaining in the tank engine malfunction is detected
is approximately 95 liters (25 gal- in the electronic engine control
lons). A warning buzzer will also system.
sound.
• Electric propulsion to the
wheelmotors will be discontinued.
• Dynamic retarding will still be available if needed
to slow or stop the truck.
A3. Parking Brake
This amber parking brake indi-
cator will illuminate when the
parking brake is applied. Do not Stop the truck as quickly as possible in a safe
attempt to drive the truck with area and shift to PARK. TURN THE ENGINE OFF
the parking brake applied. IMMEDIATELY. Additional engine damage is
likely to occur if operation is continued.
Listed below are a few conditions that could cause

B3. Service Brake
the stop engine light to illuminate:
This amber service brake indi-
• Low Oil Pressure - red warning light will
cator light will illuminate when
illuminate, but the engine does not stop.
the service brake pedal is
applied or when wheel brake • Low Coolant Level - red warning light will
lock is applied. Do not attempt illuminate, but the engine does not stop.
to drive the truck from stopped • Low Coolant Pressure - red warning light will
position with the service brakes applied, except as illuminate, but the engine does not stop.
noted in Section 30, Operating Instructions - Starting
• High Coolant Temperature - red warning light will
On A Grade With A Loaded Truck.
illuminate, but the engine does not stop.
C3. Body Up A4. Cranking Motor Failure

This amber body up indicator, This amber indicator will illumi-
when illuminated, indicates that nate when either starter motor
the body is not completely down (of two) fails to crank the engine,
on the frame. The truck should leaving just one cranking motor
not be driven until body is down to start the engine. With only one
and the light is off. cranking motor doing the work of
two, the motor life will be shortened. If this indicator
illuminates, truck operation may continue, but main-
D3. Dynamic Retarding tenance personnel should be alerted as soon as pos-
sible.
This amber dynamic retarding
indicator light illuminates when-
ever the retarder pedal is oper-
ated, RSC is activated, or the
automatic overspeed retarding
circuit is energized. It indicates
that the dynamic retarding function of the truck is
being used.

B4. Manual Backup Lights A5. No Power
This amber indicator will illumi- This red “no retard/no propel”
nate when the manually oper- indicator light indicates a fault
ated manual backup light switch has occurred which has elimi-
(19, Figure 5-7) is turned ON. nated the retarding and propul-
sion capability. A warning buzzer
will also sound.
If this condition occurs, the operator should safely
C4. Engine Shutdown Timer - 5 stop the truck, move directional control lever to
Minute Idle PARK, shutdown the engine, and notify maintenance
personnel immediately.
When the engine shutdown timer
switch has been activated (2,
Figure 5-7), this indicator light will
illuminate to indicate that the
shutdown timing sequence has B5. Propulsion System Warn-
started. Information detailing the operation of this ing
switch is outlined earlier in this section.
When this amber indicator is
illuminated, the light indicates a
“no propel” or “no retard” event
may be about to occur. It is
D4. Retard Speed Control intended to provide advance
(RSC) Indicator notice of these events when
possible. It does not require the operator to stop the
This amber light is illuminated truck, but may suggest that truck operation be appro-
when the RSC switch mounted priately modified, in case a red alarm does occur.
on the console is pulled out to
the ON position. The light indi-
cates the retarder is active. It is
for feedback only and does not signal a problem.
C5. Propulsion System Tem-
perature
This amber AC drive system
E4. Check Engine temperature warning light indi-
cates the drive system tempera-
This amber check engine indica- ture is above a certain level.
tor will illuminate if a malfunction When this condition occurs, the
is detected by the engine elec- operator should consider modifying truck operation in
tronic control system. order to reduce system temperature. The operator is
If this indicator illuminates, truck not required to stop the truck at this time.
operation may continue, but
maintenance personnel should be alerted as soon as
possible.
D5. Electrical System Failure
This red warning light indicates
that the VHMS system detected
a failure somewhere in the 24
volt electrical system.

E5. Battery Charging System C6. Propel System Not Ready
Failure
The amber indicator light func-
The red battery charging system tions during start-up much like
light indicates a problem has the hour glass icon on a com-
been detected in the charging puter screen. This light indicates
system, and system voltage is at the computer is in the process
or below 24.0 volts. If this light of performing the self-diagnos-
illuminates, the operator should safely stop the truck, tics and set-up functions at start-up. Propulsion will
move the directional control lever to PARK, shut the not be available at this time.
engine off, and notify maintenance personnel imme-
diately. If truck operation continues, and the battery
voltage drops below 20.0 volts, the propulsion sys-
tem will not operate, but retarding will still be avail-
able. D6. Reduced Propulsion
The amber “reduced propulsion”
light is used to indicate that the
full AC drive system performance
in propulsion is not available. At
A6. No Propel
this time, the only event that
The red “no propel” light indi- should activate this light is the
cates a fault has occurred which use of “limp home mode”. This mode of operation
has eliminated the propulsion requires a technician to enable.
capability. If this condition
occurs, the operator should
safely stop the truck, move the
directional control lever to PARK, shut down the
engine, and notify maintenance personnel, immedi- E6. Retard At Continuous
ately. Level
The amber retard at continuous
level light indicates that the
retarding effort is at the continu-
ous level. The operator should
B6. Propel System @ Rest
control the speed of the truck in
The amber “propel system @ accordance to the "continuous" speeds on the
rest” light is used to indicate that GRADE/SPEED RETARD CHART on page 32-7.
the AC drive system is de-ener-
gized and propulsion is not avail-
able. This light is activated when
the instrument panel rest switch
is turned ON and the AC drive system is de-ener-
gized. The three link energized lights (one on rear of
the center console inside the operator cab, and two
on the deck-mounted control cabinets) should NOT
be illuminated at this time.

VEHICLE HEALTH MONITORING During normal truck operation, the red LED digits on
SYSTEM (VHMS) the VHMS controller will count from 00-99 continu-
ously.
Operation
When the key switch is turned OFF, the VHMS con-
This system uses VHMS controller (2, Figure 5-10) to troller will remain on while it finishes processing inter-
gather data about the operation of the truck from nal data and saves the recent data into permanent
sensors and other controllers installed on the truck. memory. When the data has been safely stored, the
The data stored in the VHMS controller is collected two digit LED display will turn OFF. This process
by a laptop personal computer (PC) or transmitted could take up to three minutes to complete.
directly by communications satellite (utilizing the Orb-
comm controller). This data is then compiled at the
Komatsu computer server. Based on this information,
the servicing Komatsu distributor will suggest If 24V power is disconnected (using the battery
improvements and provide information aimed at disconnect switches) from the VHMS controller
reducing machine repair costs and downtime. before it has completed it’s shut down proce-
dure, the VHMS controller will lose all data gath-
When the data-store button (1, Figure 5-9) is pressed
ered since the key switch was last turned ON. Do
on the back side of the center console, it will store a
not disconnect battery power until the VHMS
“snapshot” of the Statex III drive system. It will also
controller has completed the shut down proce-
trigger the VHMS system to store a “snapshot” of the
dure and has turned the LED digits off.
truck operating system. A light (2, Figure 5-9) will
stay illuminated while the VHMS system is recording
the “snapshot”, which lasts for 7.5 minutes.
The VHMS system is turned on by the truck key
switch. Immediately after receiving 24V power from
the key switch, the VHMS controller begins the
power-up initialization sequence. This sequence
takes about three seconds, during which time the red
LED digits (4, Figure 5-10) display a circular
sequence of flashing LED segments.
FIGURE 5-10. VHMS COMPONENT LOCATION

1. Orbcomm Controller 4. Red LED Lights
FIGURE 5-9. CENTER CONSOLE, REAR VIEW 2. VHMS Controller 5. Green LED Light
3. Interface Module

The Orbcomm controller (1, Figure 5-10) transmits Basic Precautions
data through antenna (1, Figure 5-11) mounted on
When using this truck, there is no particular need to
top of the cab. The antenna coaxial cable is routed
operate the VHMS system.
through the cab structure to protect it from damage. If
the antenna or coaxial cable is damaged, replace the Never disassemble, repair, or modify the VHMS sys-
parts. tem. This may cause failure or fire on the machine or
this system.
Do not touch the system when operating the
machine.
Do not pull on the wiring harnesses, connectors. or
sensors of this system. This may cause short circuits
or disconnections that lead to failure or fire on the
machine or this system.
Do not get water, dirt or oil on the system controllers.
If there is any abnormality with the VHMS system,
please consult the servicing Komatsu distributor.
FIGURE 5-11. ORBCOMM ANTENNA

1. Orbcomm Antenna 2. Magnetic Base
Interface Module
Interface module (3, Figure 5-10) receives data from
FIGURE 5-12. DIAGNOSTIC PORTS
the sensors installed on the truck and sends this
(D.I.D. PANEL AT REAR OF CAB)
information to the VHMS controller. There is a small
green LED light on the face of the controller. With the 1. IM Diagnostic Port
key switch ON, the light should be blinking. If the light 2. VHMS Diagnostic Port
is continuously illuminated, there is a problem in the
controller.
When a new interface module controller is installed
on the truck, new software has to be installed inside
the controller. IM-Diag connector (1, Figure 5-12) is
used to connect the interface module to a laptop PC
for installing software.

FUSE BLOCKS
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
FUSE BLOCK 1
Terminal A Fuses 1-12: 24VDC Key Switch Power
FB1-1 15 A/C, Heater Blower Motor 12H Auxiliary Control Cabinet
FB1-2 15 Windshield Washer / Wiper 63 Auxiliary Control Cabinet
FB1-3 5 Fuel Gauge, Engine Temp Gauge 712G Auxiliary Control Cabinet
FB1-4 10 Cab Key Switch Power 712P Auxiliary Control Cabinet
FB1-5 10 Hoist Limit Solenoid 712H Auxiliary Control Cabinet
FB1-6 15 Turn / Clearance Lights 712T Auxiliary Control Cabinet
FB1-7 10 Engine Options 712E Auxiliary Control Cabinet
FB1-8 10 AID and Indicator Lights 12M Auxiliary Control Cabinet
FB1-9 5 Engine Start Failure 712SF Auxiliary Control Cabinet
FB1-10 10 Engine Shutters 712R Auxiliary Control Cabinet
FB1-11 10 Dome Light Switch 712A Auxiliary Control Cabinet
Terminal B Fuses 13-16: 12VDC Regulated Power
FB1-13 10 Radio Memory 65 Auxiliary Control Cabinet
Terminal C Fuses 17-24: Ground Level Shut Down Pwr
FB1-17 15 Key Switch Supply 11KS Auxiliary Control Cabinet
FB1-18 15 Payload Meter Lights 39J Auxiliary Control Cabinet
FB1-19 5 Payload Meter System 39G Auxiliary Control Cabinet
FUSE BLOCK 2
Terminal A Fuses 1-12: 24VDC Battery Power
FB2-1 15 Engine Service Lights 11SL Auxiliary Control Cabinet
FB2-2 15 Dome, Fog, Hour Meter, Ladder Lights 11L Auxiliary Control Cabinet
FB2-3 15 Hazard Lights 46 Auxiliary Control Cabinet
FB2-4 10 Interface Module 11INT Auxiliary Control Cabinet
FB2-5 10 VHMS/ORB Comm Power 85 Auxiliary Control Cabinet
FB2-6 20 Modular Mining Hub 11M Auxiliary Control Cabinet
FB2-7 15 VHMS/Orbcom Battery 11DISP Auxiliary Control Cabinet
FB2-8 15 HID Head Lights 11HDL Auxiliary Control Cabinet
FB2-9 15 Oil Reserve Pump 11ORS Auxiliary Control Cabinet
FB2-10 15 Oil Reserve Control Module 11RCNT Auxiliary Control Cabinet
FB2-11 20 Hydraulic Bleed-down Power 11BD Auxiliary Control Cabinet
FB2-12 10 Engine Load 11EM Auxiliary Control Cabinet
FB2-13 10 Key Switch Power 11KS Auxiliary Control Cabinet

FUSE BLOCKS
LOCATION AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
FUSE BLOCK 3
Terminal A Fuses 1-12: Drive Control Power
FB3-1 15 Cab Drive System Power 71P Auxiliary Control Cabinet
FB3-2 10 Automatic Lube 68ES Auxiliary Control Cabinet
FB3-3 15 GE Power Interface Module 71IM Auxiliary Control Cabinet
FB3-4 20 Cab Drive Components 710S Auxiliary Control Cabinet
Terminal B Fuses 13-16: 15V From GE to Wheel Speed
FB3-13 10 Right Front Wheel 15RWS Auxiliary Control Cabinet
FB3-14 10 Left Front Wheel 15LWS Auxiliary Control Cabinet
Terminal C Fuses 17-24: 12V Unregulated Power
FB3-17 10 Power Plugs (12 V) 67C Auxiliary Control Cabinet
FB3-18 20 R.H. Window (12 V) 67R Auxiliary Control Cabinet
FB3-19 20 L.H. Window (12 V) 67P Auxiliary Control Cabinet
FUSE BLOCK 4
Terminal A Fuses 1-12:
FB4-1 10 Brake Circuits 71BC Auxiliary Control Cabinet
FB4-2 5 Payload Meter III 712PL Auxiliary Control Cabinet
FB4-3 5 Interface Module 87 Auxiliary Control Cabinet
FB4-4 10 VHMS Module 71VHM Auxiliary Control Cabinet
FB4-5 5 Modular Mining Hub 712MM Auxiliary Control Cabinet
FB4-6 5 Display Module 86 Auxiliary Control Cabinet
FB4-7 10 Bleed-down Circuit 71BD Auxiliary Control Cabinet
FB4-8 10 OP Switch LED Power 71LS Auxiliary Control Cabinet
FB4-9 10 Directional Control Lever Power 71SS Auxiliary Control Cabinet
Terminal C Fuses 17-24: 15V From GE
FB4-17 5 Temperature Gauge 15V Auxiliary Control Cabinet
FB4-18 15 Pedal Voltage 15PV Auxiliary Control Cabinet
FB4-19 5 Engine Interface 15VL Auxiliary Control Cabinet

CIRCUIT BREAKERS
AMPS DEVICES(S) PROTECTED CIRCUIT LOCATION
CBA 5 Pay Load Meter III 396 Auxiliary Control Cabinet
CBB 15 Pay Load Meter III 11S Auxiliary Control Cabinet
CB11 12.5 Backup Horn and Lights 79A RB3, Auxiliary Control Cabinet
CB13 12.5 Clearance Lights 11CL RB1, Auxiliary Control Cabinet
CB14 12.5 Turn Signal Flasher 11Z RB1, Auxiliary Control Cabinet
CB15 12.5 Tail Lights 41T RB1, Auxiliary Control Cabinet
CB16 12.5 Retard Lights 44D RB3, Auxiliary Control Cabinet
CB17 12.5 Manual Back-Up Lights 47B RB3, Auxiliary Control Cabinet
CB18 12.5 Stop Lights 44A RB3, Auxiliary Control Cabinet
CB19 12.5 Backup Lights and Horn 79A RB3, Auxiliary Control Cabinet
CB20 12.5 Engine Control Power 23D RB4, Auxiliary Control Cabinet
CB21 12.5 Service Lights, Horn, Solenoid 11A RB4, Auxiliary Control Cabinet
CB22 12.5 Engine Run Relay 439E RB4, Auxiliary Control Cabinet
CB23 12.5 Headlights, Left Low Beam 11DL RB5, Auxiliary Control Cabinet
CB24 12.5 Headlights, Right Low Beam 11DR RB5, Auxiliary Control Cabinet
CB25 12.5 Headlights, Left High Beam 11HL RB5, Auxiliary Control Cabinet
CB26 12.5 Headlights Right High Beam 11HR RB5, Auxiliary Control Cabinet
CB27 12.5 Headlights and Dash Lights 11D RB5, Auxiliary Control Cabinet
CB60 50 12VDC Power Supply 11B1 Battery Control Box
CB61 15 Battery Monitor Relay 11C1 Battery Control Box

SECTION P
LUBRICATION AND SERVICE
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-1
P01024 Index P1-1

NOTES
P1-2 Index P01024

SECTION P2
INDEX
LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
830E SERVICE CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
HYDRAULIC TANK SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
Adding Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
WHEEL MOTOR SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
RADIATOR FILLING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
Reserve Oil Tank Filling Procedure (Remote fill) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-4
LUBRICATION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
10 HOUR (DAILY) INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-6
50 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-9
100 HOUR LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . P2-10
500 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued) . . . . . . . . . . . . . . . . P2-15
1000 HOURS LUBRICATION AND MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . P2-16
2500 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
5000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-17
10,000 HOUR MAINTENANCE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-18
P02050 10/06 Lubrication and Service P2-1

NOTES:
P2-2 Lubrication and Service 10/06 P02050

Recommended preventive maintenance will contrib- HYDRAULIC TANK SERVICE
ute to the long life and dependability of the truck and
its components. The use of proper lubricants and the There are two sight gauges on the side of the
performance of checks and adjustments at the rec- hydraulic tank. With the engine stopped, key switch
ommended intervals is most important. OFF, hydraulic system bled down and body down, oil
should be visible in the top sight gauge. If hydraulic
Lubrication requirements are referenced to the lube oil is not visible in the top sight gauge, follow Adding
key found in the Lubrication Chart (page P2-5). For Oil instructions below.
detailed service requirements for specific compo-
nents, refer to the service manual section for that Adding Oil
component (i.e. Section H for suspensions, Section L
for hydraulic system, etc.). Keep the system open to the atmosphere only as
long as absolutely necessary to lessen the chances
Refer to the manufacturer's service manual when of system contamination.
servicing any components of the General Electric
system. Service the tank with clean Type C-4 hydraulic oil
only. All oil being put into the hydraulic tank must be
Refer to the engine manufacturer's service manual filtered through filters rated at three microns.
when servicing the engine or any of its components. 1. With the engine stopped, key switch OFF,
hydraulic system bled down and body down,
The service intervals presented here are in hours of check to see that hydraulic oil is visible in the
operation. These intervals are recommended in top sight gauge.
lieu of an oil analysis program which may deter-
mine different intervals. However, if the truck is 2. If hydraulic oil is not visible in the top sight
being operated under extreme conditions, some or gauge, remove the tank fill cap. Add clean, fil-
all, of the intervals may need to be shortened and the tered C-4 hydraulic oil (Lubrication Chart, Lube
service performed more frequently. Key “B”) until oil is visible in the top sight gauge.
3. Install the fill cap.
The 830E truck is equipped with an automatic lubri- 4. Start the engine. Raise and lower the dump
cation system. The initial setup for this system pro- body three times.
vides for nominal amounts of lubricant to be
5. Repeat Steps 1 through 4 until oil is maintained
delivered to each serviced point. The lubrication
in the top sight gauge with engine stopped,
injectors can be adjusted to vary the amount of lubri-
body down, and hydraulic system bled down.
cant delivered. In addition, the timer for lubrication
intervals is normally adjustable. For adjustments to
these devices, refer to Automatic Lubrication System
later in this manual. WHEEL MOTOR SERVICE
830E SERVICE CAPACITIES Due to differences in gear ratio and component evo-
lution/design, wheel motor service intervals may be
Crankcase: Liters U.S. unit number and/or mine specific. Because of the
(including 4 oil filters) Gallons wide variety of factors involved, it is necessary to
Komatsu SDA16V160 or consult your area Komatsu representative for all
280 74 wheel motor service intervals and instructions. Gen-
SSDA16V160 Engines
eral intervals for oil service and sampling are listed in
Cooling System: 568 150 the interval charts.
Komatsu SDA16V160 or
SSDA16V160 Engine COOLANT LEVEL CHECK
Hydraulic System: 947 250
Refer to “Hydraulic Tank Service” Inspect the coolant sight gauge. If coolant cannot be
seen in the sight gauge, it is necessary to add cool-
Wheel Motor Gear Box 38 10 ant to the system before truck operation. Refer to the
(each side) procedure below for the proper filling procedure.
Fuel Tank (Diesel Fuel Only) 4542 1200

RADIATOR FILLING PROCEDURE RESERVE ENGINE OIL SYSTEM (Optional)
more oil capacity to the engine to reduce the frequent
servicing of the engine oil. The engine oil level must
The cooling system is pressurized due to thermal still be checked every shift using the dipstick. If
expansion of coolant. DO NOT remove the radia- engine oil level is not correct, check for proper opera-
tor cap while the engine and coolant are hot. tion of the reserve oil system. Never add oil to the
Severe burns may result. engine unless it has been drained.
1. With the engine and coolant at ambient temper- If the engine oil has been drained from the oil pan,
ature, remove the radiator cap. the new oil must be added to the engine oil pan
before starting. DO NOT use the oil in the reserve
NOTE: If coolant is added using the Wiggins quick fill tank to fill an empty engine with oil. After an oil
system, the radiator cap MUST be removed prior to change, both the engine and reserve tank must be
adding coolant. full of oil before starting the engine.
2. Fill the radiator with the proper coolant mixture
(as specified by the engine manufacturer) until Reserve Oil Tank Filling Procedure (Remote fill)
coolant is visible in the sight gauge. 1. Connect the pressure supply hose from the
3. Install the radiator cap. new oil supply to the quick coupler on the truck.
4. Operate the engine for five minutes. Check the Open valve on supply hose to apply pressure.
coolant level. 2. Pull out on switch (2, Figure 2-1) to turn the sys-
5. If coolant is not visible in the sight gauge, tem on.
repeat Steps 1 through 4. Any excess coolant 3. Push start switch (3). The VALVE OPEN light
will be discharged through vent hose after the (5) should illuminate and the filling process will
engine reaches normal operating temperature. begin.
Engine coolant must always be visible in the sight 4. When tank is full, the VALVE OPEN light will
gauge before truck operation. turn off and FULL light (4) will illuminate.
5. Close the oil supply valve in the fill hose.
COOLING SYSTEM
ANTI-FREEZE RECOMMENDATIONS 6. Press and hold start switch (3) for a couple of
(Ethylene Glycol Permanent Type Anti-Freeze) seconds.
Percentage of Protection 7. Disconnect the new oil supply hose.
Anti-Freeze To: 8. Push switch (2) in to turn system power OFF.
10 + 23° F - 5° C
20 + 16° F - 9° C
25 + 11° F - 11° C
30 + 4° F - 16° C
35 - 3° F - 19° C
40 - 12° F - 24° C
45 - 23° F - 30° C
50 - 34° F - 36° C
55 - 48° F - 44° C
60 - 62° F - 52° C
Use only anti-freeze that is compatible with engine as
specified by engine manufacturer.
FIGURE 2-1. CONTROL PANEL

1. Remote Control Box 4. “FULL” Light
2. System Switch 5. “VALVE OPEN” Light
3. Start Switch

LUBRICATION CHART

10 HOUR (DAILY) INSPECTION
Truck Serial Number______________________ Site Unit Number_______________ Date_______________

Hourmeter_____________ Name of Service Technician___________________________________
TASK COMMENTS CHECKED INITIALS

1. MACHINE - Inspect the entire machine for leaks,
worn parts, and damage. Repair as necessary.
2. FAN DRIVE AND TURBOCHARGERS - Check for
leaks, vibration or unusual noise. Check alternator
and fan belt condition and alignment.
3. RADIATOR - Check the coolant level and fill with the
proper mixture as shown in the Cooling System Rec-
ommendation Chart in this chapter. Refer to the
engine manual for proper coolant additives.
4. ENGINE -
a. Check the oil level on the dipstick. Refer to
the engine manual for oil recommendations.
(Lube Key “A”).
NOTE: If the truck is equipped with a reserve engine
oil tank, the oil should be visible in the center (middle)
sight gauge. If not, add oil to the reserve tank until oil
is visible in the top sight gauge. Also, with the engine
running, check operation of the LED indicator light.
See below for description of LED light signals. Refer
to Figure 2-1.
LED Light Signals:
• Steady - Pump 1 is withdrawing oil from the
engine sump and bringing down the oil level.
• Regular pulsing - Pump 2 is returning oil to the
engine sump and raising the oil level.
• Irregular pulsing - Oil is at the correct operating
level.
b. Inspect exhaust piping for integrity.

c. Check for abnormal noises and fluid leaks.
d. Eliminator Filter - Check operating indicator.
5. HYDRAULIC TANK - Check the oil level in the tank.
Add oil if necessary. Refer to Hydraulic Tank Service -
Adding Oil. Oil should be visible in the top sight glass.
- DO NOT overfill. Lube Key “B”.
6. WHEELS AND TIRES -
a. Inspect tires for proper inflation and wear.
b. Check for embedded debris in tread and remove.
c. Inspect for damaged, loose, or missing wheel
mounting nuts and studs.

10 HOUR (DAILY) INSPECTION (Continued)


7. COOLING AIR DUCTWORK - Inspect ductwork from
the blower to the rear drive case. Ensure that duct-
work is secure, free of damage, and unrestricted.
8. AIR INTAKE PIPING - Check all mounting hardware,
joints, and connections. Ensure no air leaks exist and
all hardware is properly tightened. Figure 2-2.
9. AIR CLEANERS - Check the air cleaner vacuum
gauges in the operator cab, Figure 2-3. The air
cleaner(s) must be serviced if the gauge(s) shows the
following maximum restriction:
Komatsu SDA16V160 or SSDA16V160 Engines:
. . . . . . . . . . . . . . . . . . . . . . . . 25 in. of H2O vacuum.
Refer to Section C in the shop manual for servicing
instructions for the air cleaner elements. Empty the air
cleaner dust caps.
NOTE: After service, push the reset button on face of
gauge to allow the gauge to return to zero.
10. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 275 kPa
(40 psi). Reinstall the filter. Refer to Figure 2-4.
FIGURE 2-4.
1. Filter Cover 2. Cab Filter

10 HOUR (DAILY) INSPECTION (Continued)


11. FUEL FILTERS (Fuel Separators) - Drain water from
the bottom drain valve on each fuel separator.
12. AUTOMATIC LUBE SYSTEM -
• Check the grease reservoir; fill as required. Lube
Key “D”.
• When filling the reservoir, check the grease filter
indicator. Clean or replace the grease filter if the
indicator detects a problem.
• Inspect the system and check for proper
operation. Ensure the following important areas
are receiving adequate amounts of grease. Lube
Key “D”.
Steering Linkage
Final Drive Pivot Pin
Rear Suspension Pin Joints - Upper & Lower
Body Hinge Pins - Both Sides
Hoist Cylinders Pins - Upper & Lower
Anti-sway Bar - Both Ends

50 HOUR LUBRICATION AND MAINTENANCE CHECKS


*1. FUEL FILTERS - Change the fuel filters, (fuel
separators).
Refer to engine manufacturer's maintenance manual
for fuel filter replacement instructions.
*2. HYDRAULIC SYSTEM FILTERS - Replace filter ele-
ments only, after the initial 50, 100, and 250 hours of
operation; then at each 500 hours of operation there-
after.
*3 FAN DRIVE ASSEMBLY - Check torque for the six
fan mounting cap screws: 237 N·m (175 ft. lbs.). See
Figure 2-5.
*These checks are required only after the initial 50 hours of operation (such as: the commissioning of a new
truck, or after a new or rebuilt component installation).
FIGURE 2-5.



ments only, after the initial 100 and 250 hours of
operation; then at each 500 hours of operation there-
after.
*These checks are required only after the initial 100 hours of operation (such as: the commissioning of a new
truck, or after a new or rebuilt component installation), check:

The 10 hour lubrication and maintenance checks should also be performed at this time.
NOTE: “Lube Key” references are to the lubrication chart.


1. ENGINE - Refer to the engine manufacturer’s Opera-
tion & Maintenance manual for complete specifica-
tions regarding engine lube oil specifications.
NOTE: If the engine is equipped with the *Centinel™
oil system and/or the Eliminator™ filter system,
engine oil and filter change intervals are extended
beyond 250 hours. Refer to engine Operation &
Maintenance manual for specific oil and filter change
intervals.
* The Centinel™ system is a duty-cycle-dependent
lubrication management system whereby oil is
blended with the fuel and burned and an extension of
oil change intervals can occur.
a. Change engine oil. Lube Key “A”.
b. Replace engine oil filters.
NOTE: When installing spin-on filter elements, follow
the instructions as specified by the filter manufacturer.
The tightening instructions are normally printed on the
outside of the filter. Do not use a wrench or strap to
tighten filter elements.
c. If the truck is equipped with a reserve engine
oil tank, change the reserve tank oil filter.
d. Check belt tension and condition of each
accessory belt. Refer to engine Operation &
Maintenance manual for specific adjustment
instructions.
e. Check the torque on the cooling fan mounting
cap screws (1, Figure 2-5). Tighten cap
screws (2) to 237 N·m (175 ft lbs).
(CONTINUED NEXT PAGE)

250 HOUR LUBRICATION AND MAINTENANCE (Continued)

2. COOLING SYSTEM -
a. COOLANT MIXTURE - Check for proper
coolant mixture. Add coolant as required.
b. COOLANT FILTERS - Change coolant filters.
c. COOLING SYSTEM HOSES - Check cooling
system hoses for damage and signs of deteri-
oration.
Refer to the engine maintenance manual for coolant
filter replacement instructions and proper coolant mix-
ture instructions.
3. FUEL FILTERS - Change the fuel filters (fuel separa-
tors). Refer to engine Operation & Maintenance man-
ual for specific filter replacement instructions.
4. FUEL TANK - Drain water and sediment from the fuel
tank. Refer to Shop Manual, Section B, Fuel Tank -
Cleaning.
5. STEERING LINKAGE - Check the torque on pin
retaining nuts (1, Figure 2-6) on the steering linkage -
712 N·m (525 ft lbs). Check the torque on tie rod
retaining nuts (2) - 420 N·m (310 ft lbs).
6. HYDRAULIC PUMP DRIVESHAFT & U-JOINTS -
Add one or two applications of grease to each grease
fitting. Non - moly grease only. Check that each bear-
ing of the cross & bearing assembly is receiving
grease. Replace bearings if any wear is detected.
7. CAB AIR FILTER - Under normal operating condi-
tions, clean every 250 hours. In extremely dusty con-
ditions, service as frequently as required. Clean the
filter element with mild soap and water. Rinse com-
pletely clean and air dry with a maximum of 275 kPa
(40 psi). Reinstall the filter. Refer to Figure 2-4.
FIGURE 2-6.

250 HOUR LUBRICATION AND MAINTENANCE (Continued)

8. MOTORIZED WHEEL GEAR CASE - Refer to the
G.E. Planned Maintenance Manual and specific
motorized wheel shop manual. Check for correct oil
level. Lube key “C”.
ments only after the initial 250 hours of operation;
then at each 500 hours of operation thereafter. Check
oil level. Add oil as necessary. Lube Key “B”.
10. BATTERIES - Check the electrolyte level and add
water if necessary.
11. BODY-UP & HOIST LIMIT SWITCHES - Check oper-
ation of the switches. Clean the sensing areas of any
dirt accumulation and inspect the wiring for any signs
of damage.
12. WHEEL MOTOR BLOWER (If equipped) - Grease
motor blower shaft bearings. Lube key “D”.
13. G.E. PREFILTER BLOWER (If equipped) - Add one
to two applications of grease to the grease fitting.
Lube key “D”.
14. AC DRIVE BELT - Check the belt for wear or
damage. Verify the belt tension is correctly set.
Ensure the pulleys are aligned with each other within
3 mm (0.13 in.).
15. AUTOMATIC LUBE SYSTEM - Perform 250 hour
checks as outlined in Automatic Lubrication System,
Section 42, in this manual.
16. FRONT WHEELS - Check the oil level. Position the fill
plug at the 12 o’clock position. The floating ball in the
sight gauge must be at its highest position. Add oil as
necessary. Lube key E.
*This check is required only after the first 250 hours of operation (such as: the commissioning of a new truck, or
after a new or rebuilt component installation), check:

Maintenance requirements for every 10 & 250 hour Lubrication and Maintenance Checks should also be per-
formed at this time.


1. FINAL DRIVE CASE BREATHERS - Remove the
breather elements for the motorized wheels. Clean or
replace the elements.
2. HYDRAULIC SYSTEM Oil FILTERS - Replace the fil-
ter elements. Check the oil level in the hydraulic oil
tank and add oil, as necessary. Use Lube Key B.
3. HYDRAULIC TANK BREATHER - Replace breather.
4. HYDRAIR® SUSPENSION - Check for the proper
piston extension (front and rear). Refer to Section H4
in the service manual for more information on proper
suspension extension and maintenance procedures.
5. THROTTLE AND BRAKE PEDAL - Lubricate the trea-
dle roller and hinge pins with lubricating oil. Lift the
boot from the mounting plate and apply a few drops of
lubricating oil between the mounting plate and the
plunger.
6. HOIST ACTUATOR LINKAGE - Check operation.
Clean, lubricate, and adjust as necessary.
7. PARKING BRAKE - Refer to Section J, Parking Brake
Maintenance. Perform the recommended inspections.
8. RESERVE ENGINE OIL SYSTEM (OPTION)
a. Check electrical system connections for tight-
ness, corrosion and physical damage. Check
the battery, oil pressure switch, junction
boxes, remote control fill box and the circuit
breakers.
b. Examine all electrical cables over their entire
length for possible damage.
c. Examine all hoses, including those on the
reserve tank and the ones leading to and
from the engine. Check for leaks, cracks or
other damage. Check all fittings for tightness,
leakage or damage.
9. ACCUMULATOR PRECHARGE - Check all steering
and brake system accumulator pre-charge pressures.
Refer to shop manual for details.

500 HOUR LUBRICATION AND MAINTENANCE CHECKS (Continued)


10. WHEEL MOTOR OIL SAMPLING - Refer to Section
G5, Wheel Motor, for oil sampling information.
11. WHEEL MOTOR OIL (Initial 500 hours only) -
Change or filter wheel motor gear oil only after initial
500 hours or operation. Wheel motor gear oil must be
filtered or changed every 2500 hours of operation
thereafter.
12. VHMS DATA DOWNLOAD - Using a laptop PC with
the VHMS Technical Analysis Tool Box program, per-
form a data download from the VHMS controller.
Send the data to WebCARE using the FTP feature.
Refer to Section D in the shop manual for more
detailed instructions.
13. FRONT BRAKE DISC - Measure the thickness of the
disc. If 20 to 25% of the disc wear surface is worn
below 28.7 (1.13 in.), the disc must be replaced.
Refer to the shop manual, Parking Brake, Section J,
for additional information.
14. FRONT WHEELS - Take an oil sample of the front
wheel bearing oil. Refer to Section G in this shop
manual for detailed instructions.

1000 HOURS LUBRICATION AND MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this
time.


1. HYDRAULIC TANK - Drain the hydraulic tank and
clean the inlet strainer. Refill the tank with new oil;
approximate capacity 901 l (238 gal). Use Lube Key
B.
NOTE: Oil change interval can be extended to 2,500

hours if oil is sampled at every 250 hour intervals and
no abnormalities are detected.
2. RADIATOR - Clean the cooling system with a quality
cleaning compound. Flush with water. Refill the sys-
tem with anti-freeze and water solution. Check the
Cooling System Recommendation Chart in this sec-
tion for the correct mixture. Refer to the engine manu-
facturer’s Operation and Maintenance Manual for the
correct additive mixture.
3. FUEL TANK - Remove the breather and clean in sol-
vent. Dry with pressurized air and reinstall.
4. OPERATOR'S SEAT - Apply grease to the slide rails.
Lube Key D.
5. AUTOMATIC BRAKE APPLICATION - Ensure the
brakes are automatically applied when brake pres-
sure decreases below the specified limit. Refer to the
appropriate Shop Manual, Section J, Brake Check-
out Procedure.
6. FRONT ENGINE MOUNT TRUNION - Add one or
two applications of grease at fitting. Lube key “D”.
7. AUTOMATIC LUBE SYSTEM PUMP - Check pump
housing oil level. Refill to bottom of level plug with
SAE 10W-30 motor oil.
8. ELIMINATOR FILTER - Clean and check centrifuge.
Refer to engine manufacture’s Operation & Mainte-
nance Manual. (Service interval is dependent on duty
cycle, oil quality, etc.)

2500 HOUR MAINTENANCE CHECKS
Maintenance for every 10, 250, & 500 hour Lubrication and Maintenance Checks should also be performed at this
time.
NOTE: Lube Key references are to the lubrication chart.

1. WHEEL MOTOR GEAR OIL - Wheel motor gear oil
must be replaced every 2500 hours of operation.
Refer to G.E. Motorized Wheel Service & Mainte-
nance manual.
2. FRONT WHEELS - Drain and refill with oil. Refer to
Section G in this manual for detailed instructions on
changing the oil.
NOTE: Oil may need to be changed more frequently,

depending on mine conditions and the results of the
oil sample tests.
5000 HOUR MAINTENANCE CHECKS

Maintenance for every 10, 250, 500 1,000 & 2,500 hour Lubrication and Maintenance Checks should also be per-
formed at this time.


1. AIR CLEANERS - Clean the Donaclone tubes in the
pre-cleaner section of the air filter. Use low pressure
cold water or low pressure air to clean the tubes.
Refer to Section C, Air Cleaners.
NOTE: Do not use a hot pressure washer or high
pressure air to clean the tubes. Hot water/high pres-
sure causes the pre-cleaner tubes to distort.
2. FRONT WHEELS -
If oil sampling is done every 500 hours - And the con-
tamination trends are not rising, do not replace the
wheel bearings. Refer to Section G of the service
manual for more detailed instructions on oil sampling.
If oil samples are not taken - Drain oil and completely

disassemble the front wheel bearings and check all
parts for wear or damage. Refer to Section G of the
service manual for disassembly and assembly proce-
dures. Refill with oil. Check the oil level at the oil level
plug on wheel hub. Lube key E.

10,000 HOUR MAINTENANCE CHECKS
Maintenance for every 10, 250, 500, 1,000, 2,500 & 5000 hour Lubrication and Maintenance Checks should also
be performed at this time.


1. WHEEL MOTORS - Clean the area around the
grease ports to prevent dirt or other contaminates
from entering. Remove the six grease port plugs on
each wheel motor. Grease the inboard and outboard
wheel hub bearings with one 14 oz. cartridge per
each grease port.

SECTION P3
AUTOMATIC LUBRICATION SYSTEM
INDEX
AUTOMATIC LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
GENERAL DESCRIPTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-3
SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Hydraulic Motor and Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pressure Reducing Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Flow Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Solenoid Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Lubrication Cycle Timer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pump Cutoff Pressure Switch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Grease Pressure Failure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Pressure Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-5
SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-6
System Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-7
LUBRICANT PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Housing Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pump Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
Pressure Control Valve Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-8
INJECTORS (SL-1 Series “H”)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Injector Specifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
Injector Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-9
P03030 Automatic Lubrication System P3-1

INJECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-10
SYSTEM CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Lubrication Controller Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Lubrication Controller Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Lubrication Controller Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
Lubrication Controller Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-11
SYSTEM TROUBLESHOOTING CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13
PREVENTIVE MAINTENANCE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-15
Daily Lubrication System Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-15
250 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-15
1000 Hour Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3-15
P3-2 Automatic Lubrication System P03030

AUTOMATIC LUBRICATION SYSTEM
GENERAL DESCRIPTION During the down stroke, the pump cylinder is
extended into the grease. Through the combination
The automatic lubrication system is a pressurized
of shovel action and vacuum generated in the pump
lubricant delivery system which delivers a controlled
cylinder chamber, the grease is forced into the pump
amount of lubricant to designated lube points. The
cylinder. Simultaneously, grease is discharged
system is controlled by an electronic timer which sig-
through the outlet of the pump. The volume of grease
nals a solenoid valve to operate a hydraulic motor
during intake is twice the amount of grease output
powered grease pump. Hydraulic oil for pump opera-
during one cycle. During the upstroke, the inlet check
tion is supplied by the truck steering circuit.
valve closes. One half the grease taken in during the
Grease output is proportional to the hydraulic motor previous stroke is transferred through the outlet
input flow. A pump control manifold, mounted on top check and discharged to the outlet port.
of the hydraulic motor, controls input flow and pres-
sure. A 24VDC Solenoid mounted on the manifold
turns the pump on and off.
The pump is driven by the rotary motion of the Over-pressurizing of the system, modifying
hydraulic motor, which is then converted to recipro- parts, using incompatible chemicals and fluids,
cating motion through an eccentric crank mecha- or using worn or damaged parts, may result in
nism. The reciprocating action causes the pump equipment damage and/or serious personal
cylinder to move up and down. The pump is a posi- injury.
tive displacement, double-acting type as grease out-
put occurs on both the up and the down stroke. • DO NOT exceed the stated maximum
working pressure of the pump, or of the
lowest rated component in the system.
• Do not alter or modify any part of this sys-
tem unless approved by the factory.
• Do not attempt to repair or disassemble
the equipment while the system is pres-
surized.
• Make sure all fluid connections are
securely tightened before using this
equipment.
• Always read and follow the fluid manufac-
turer's recommendations regarding fluid
compatibility, and the use of protective
clothing and equipment.
• Check all equipment regularly and repair,
or replace, worn or damaged parts imme-
diately.
This equipment generates very high grease pres-
sure. Extreme caution must be used when oper-
ating this equipment as material leaks from loose
or ruptured components can inject fluid through
FIGURE 3-1. PUMP & RESERVOIR COMPONENTS
the skin and into the body causing serious bodily
1. Hose From Filter 7. Vent Valve injury including possible need for amputation.
2. Outlet to Injectors 8. Pressure Gauge Adequate protection is recommended to prevent
3. Hydraulic Motor 9. Pump Assembly splashing of material onto skin or into the eyes.
4. Pressure Reducing 10. Flow Control Valve If any fluid appears to penetrate the skin, get
Valve 11. Pressure Switch emergency medical care immediately! Do not
5. Solenoid Valve 12. Grease Reservoir treat as a simple cut. Tell attending physician
6. Test Switch 13. Vent Hose exactly what fluid was injected.

FIGURE 3-2. AUTOMATIC LUBRICATION SYSTEM INSTALLATION
NOTE: The above illustration shows the standard location for the lube pump and reservoir
(right platform). This assembly may be located on the left platform on some models.
1. L.H. Suspension, Bottom Bearing 13. R.H. Anti-Sway Bar Bearing

2. L.H. Hoist Cylinder, Top Bearing 14. R.H. Suspension, Top Bearing
3. L.H. Hoist Cylinder, Bottom Bearing 15. Truck Frame
4. L.H. Anti-Sway Bar Bearing 16. Vent Hose
5. L.H. Suspension, Top Bearing 17. Pipe Plug (Oil Level)
6. L.H. Body Pivot Pin 18. Pressure Switch, N.O., 17 237 kPa (2500 psi)
7. R.H. Body Pivot Pin 19. Grease Pump
8. Grease Supply From Pump 20. Vent Valve
9. R.H. Suspension, Bottom Bearing 21. Filter
10. R.H. Hoist Cylinder, Top Bearing 22. Grease Supply to Injectors
11. R.H. Hoist Cylinder, Bottom Bearing 23. Injectors
12. Rear Axle Pivot Pin 24. Pressure Switch, N.O., 13 790 kPa (2000 psi)

SYSTEM COMPONENTS Solenoid Valve
Filter Solenoid valve (5, Figure 3-1), when energized,

allows oil to flow to the hydraulic motor.
Filter assembly (21, Figure 3-2), mounted on the
grease reservoir, filters the grease prior to refilling Vent Valve
the reservoir from the shop supply. A bypass indica-
With vent valve (7, Figure 3-1) closed, the pump con-
tor alerts service personnel when the filter requires
tinues to operate until maximum grease pressure is
replacement.
achieved. As this occurs, the vent valve opens and
Hydraulic Motor and Pump allows the grease pressure to drop to zero, so the
injectors can recharge for their next output cycle.
Rotary hydraulic pump (3 & 9, Figure 3-1) is a fully
hydraulically operated grease pump. An integrated Lubrication Cycle Timer
pump control manifold is incorporated with the motor
The solid state lubrication cycle timer provides a 24
to control input flow and pressure.
VDC timed-interval signal to energize the solenoid
NOTE: The pump crankcase oil level must be valve (3, Figure 3-3) providing oil flow to operate the
maintained to the level of the pipe plug (17, Figure 3- grease pump motor. This timer is mounted in the
2). If necessary, refill with 10W-30 motor oil. Electrical Interface Cabinet.
Pump Cutoff Pressure Switch

Pressure switch (18, Figure 3-2) is a normally open
switch set at 17,237 kPa (2500 psi). This switch de-
energizes the pump solenoid relay when the grease
Hydraulic oil supply inlet pressure must not line pressure reaches the switch pressure setting,
exceed 20,685 kPa (3000 psi). Exceeding the turning off the motor and pump.
rated pressure may result in damage to the sys-
tem components and personal injury. Grease Pressure Failure Switch
Pressure switch (24, Figure 3-2) is a normally open
switch set at 13,789 kPa (2000 psi). This switch mon-
Grease Reservoir itors grease pressure in the injector bank on the rear
axle housing. If the proper pressure is not sensed
Reservoir (12, Figure 3-1) has an approximate
within 60 seconds (switch contacts do not close) a
capacity of 41 kg (90 lbs.) of grease. When the
warning lamp circuit to notify the operator a problem
grease supply is replenished by filling the system at
exists in the lube system.
the service center, the grease is passed through the
filter to remove contaminants before it flows into the Pressure Gauge
reservoir.
Pressure gauge (8, Figure 3-1) monitors hydraulic oil
Pressure Reducing Valve pressure to the inlet of the hydraulic motor.
Pressure reducing valve (4, Figure 3-1), located on Injectors
the manifold, reduces the hydraulic supply pressure
(from the truck steering circuit) to a suitable operating Each injector (23, Figure 3-2) delivers a controlled
pressure of 2241 - 2413 kPa (325 - 350 psi) for the amount of pressurized lubricant to a designated lube
hydraulic motor used to drive the lubricant pump. point. Refer to Figure 3-2 for locations.
Flow Control Valve

Flow control valve (10, Figure 3-1), mounted on the
manifold, controls the amount of oil flow to the
hydraulic motor. The flow control valve has been
factory adjusted and the setting should not be
disturbed.

SYSTEM OPERATION 6. When grease pressure reaches pressure switch
(18, Figure 3-2) setting, the switch contacts will
Normal Operation close and energize the relay RB7-K5, removing
1. During truck operation, the lubrication cycle power from the hydraulic motor/pump solenoid
timer will energize the system at a preset time and the pump will stop. The relay will remain
interval. energized until grease pressure drops (pres-
sure switch opens again) and the timer turns
2. The timer provides 24 VDC to energize the
off.
pump solenoid valve (3, Figure 3-3), allowing
hydraulic oil provided by the truck steering 7. After the pump solenoid valve is de-energized,
pump circuit to flow to the pump motor and ini- hydraulic pressure in the manifold drops and
tiate a pumping cycle. the vent valve (11, Figure 3-3) will open, releas-
ing grease pressure in the lines to the injector
3. The hydraulic oil pressure from the steering cir-
banks. When this occurs, the injectors are then
cuit is reduced to 2241 - 2413 kPa (325 - 350
able to recharge for the next lubrication cycle.
psi) by the pressure reducing valve (4) before
entering the motor. In addition, the amount of oil 8. The system will remain at rest until the lubrica-
supplied to the pump is limited by the flow con- tion cycle timer turns on and initiates a new
trol valve (6). Pump pressure can be read using grease cycle.
the gauge (5) mounted on the manifold. 9. During the normal lubrication cycle, if grease
4. With oil flowing into the hydraulic motor, the pressure fails to reach 13,790 kPa (2000 psi) at
grease pump will operate, pumping grease from the pressure switch located on the rear axle
the reservoir to the injectors (13), through a housing, an amber indicator light will illuminate
check valve (10) and to the vent valve (11). on the overhead panel.
5. During this period, the injectors will meter the
appropriate amount of grease to each lubrica-
tion point.
FIGURE 3-3. HYDRAULIC SCHEMATIC

1. Hydraulic Oil Return 6. Flow Control Valve 11. Vent Valve
2. Hydraulic Oil Supply 7. Hydraulic Motor 12. Orifice
3. Pump Solenoid Valve 8. Grease Pump 13. Injector Bank
4. Pressure Reducing Valve 9. Pressure Switch (N.O.)
5. Motor Pressure Gauge 10. Check Valve

GENERAL INSTRUCTIONS
LUBRICANT REQUIRED FOR SYSTEM
Grease requirements will depend on ambient tem-
peratures encountered during truck operation:
• Above 32°C (90°F) - Use NLGI No. 2 multi-
purpose grease (MPG).
• -32° to 32°C (-25° to 90°F) - Use NLGI No. 1
multipurpose grease (MPG).
• Below -32°C (-25°F) - Refer to local supplier
for extreme cold weather lubricant require-
ments.
System Priming
The system must be full of grease and free of air
pockets to function properly. After maintenance, if
the primary or secondary lubrication lines were
replaced, it will be necessary to prime the system to
eject all entrapped air.
1. Fill lube reservoir with lubricant, if necessary.
2. To purge air from the main supply line, remove
the main supply line at the grease canister.
Connect an external grease supply to the line.
3. Remove plugs from each injector group in
sequence (right front, left front, and rear axle).
4. Using the external grease source, pump grease
until grease appears at the group of injectors
and re-install the pipe plug. Repeat for remain-
ing injector groups.
5. Remove the caps from each injector and con-
nect an external grease supply to the zerk on
the injector and pump until grease appears at
the far end of the individual grease hose or the FIGURE 3-4. FILTER ASSEMBLY
joint being greased.
1. Housing 6. Spring
2. Bypass Indicator 7. Bowl
3. O-Ring 8. O-Ring
Filter Assembly 4. Backup Ring 9. Plug
The filter assembly element (5, Figure 3-4) must be 5. Element
replaced if the bypass indicator (2) shows excessive
element restriction.

LUBRICANT PUMP
Pump Housing Oil Level
The pump housing must be filled to the proper level
with SAE 10W-30 motor oil. Oil level should be
checked at 1000 hour intervals. To add oil, remove
pipe plug (4, Figure 3-5) and fill housing to bottom of
plug hole.
Pump Pressure Control

High pressure hydraulic fluid from the truck steering
system is reduced to 2240 - 2413 kPa (325 - 350 psi)
by the pressure reducing valve located on the mani-
fold on top of the pump motor. This pressure can be
read on the gauge installed on the manifold and
should be checked occasionally to verify pressure is
within the above limits.
Pressure Control Valve Adjustment

1. With the truck engine on, activate the test FIGURE 3-5. PUMP CONTROLS
switch (2, Figure 3-5) to start the hydraulic
1. Pump Pressure Control 4. Oil Level Plug
motor and pump.
2. Test Switch 5. Flow Control Valve
2. Loosen the locknut on the pressure control (1, 3. Pressure Gauge
Figure 3-5) by turning the nut counterclockwise.
3. Turn the valve stem counterclockwise until it no
longer turns. (The valve stem will unscrew until
it reaches the stop - it will not come off.)
NOTE: This is the minimum pressure setting, which
is approximately 1172 kPa (170 psi).
4. With the pump stalled against pressure, turn the
pressure control valve stem clockwise until
2240 - 2413 kPa (325 - 350 psi) is attained on
the manifold pressure gauge (3).
5. Tighten the locknut to lock the stem in position.
Note: The flow control valve (5) is factory adjusted to
9.5 lpm (2.5 gpm). Do not change this setting.

INJECTORS (SL-1 Series “H”))
Injector Specifications
• Each lube injector services only one grease
point. In case of pump malfunction, each
injector is equipped with a covered grease fit-
ting to allow the use of external lubricating
equipment.
• Injector output volume:
Maximum output = . . . . . . 1.31 cc (0.08 in3).
Minimum output = . . . . . . 0.13 cc (0.008 in3).
• Operating Pressure:
Minimum - . . . . . . . . . 12,755 kPa (1850 psi)
Maximum - . . . . . . . . . 24,133 kPa (3500 psi)
Recommended - . . . . 17,238 kPa (2500 psi)
• Maximum Vent Pressure - (Recharge)
. . . . . . . . . . . . . . . . . . . 4137 kPa (600 psi)
Injector Adjustment
FIGURE 3-6. TYPE SL-1 INJECTOR
The injectors may be adjusted to supply from 0.13 -
1. Adjusting Screw 11. Spring Seat
1.31 cc (0.008 - 0.08 in3) of lubricant per injection 2. Locknut 12. Plunger
cycle. The injector piston travel distance determines 3. Piston Stop Plug 13. Viton Packing
the amount of lubricant supplied. This travel is in turn 4. Gasket 14. Inlet Disc
controlled by an adjusting screw in the top of the 5. Washer 15. Viton Packing
injector housing. 6. Viton O-Ring 16. Washer
Turn the adjusting screw (1, Figure 3-6) counter- 7. Injector Body Assy. 17. Gasket
clockwise to increase lubricant amount delivered and 8. Piston Assembly 18. Adapter Bolt
clockwise to decrease the lubricant amount. 9. Fitting Assembly 19. Adapter
10. Plunger Spring 20. Viton Packing
When the injector is not pressurized, maximum injec-
tor delivery volume is attained by turning the adjust-
NOTE: The piston assembly (8) has a visible
ing screw (1) fully counterclockwise until the
indicator pin at the top of the assembly to verify
indicating pin just touches the adjusting screw. At the
injector operation.
maximum delivery point, about 9.7 mm (0.38 inch)
adjusting screw threads should be showing.
Decrease the delivered lubricant amount by turning
the adjusting screw clockwise to limit injector piston
travel. If only half the lubricant is needed, turn the
adjusting screw to the point where about 4.8 mm
(0.19 inch) threads are showing. The injector will be
set at minimum delivery point with about 0.22 mm
(0.009 inch) thread showing.
NOTE: The above information concerns adjustment
of injector delivery volume. The timer adjustment
should also be changed, if overall lubricant delivery is
too little or too much. Injector output should NOT be
adjusted to less than one-fourth capacity.

INJECTOR OPERATION
STAGE 1.
The injector piston (2) is in its normal
or “rest” position. The discharge
chamber (3) is filled with lubricant from
the previous cycle. Under the pressure
of incoming lubricant (6), the slide
valve (5) is about to open the passage
(4) leading to the measuring chamber
(1) above the injector piston (2).
STAGE 2.
When the slide valve (5) uncovers the
passage (4), lubricant (6) is admitted
to the measuring chamber (1) above
the injector piston (2) which forces lu-
bricant from the discharge chamber
(3) through the outlet port (7) to the
bearing.
STAGE 3.
As the injector piston (2) completes its
stroke, it pushes the slide valve (5)
past the passage (4), cutting off further
admission of lubricant (6) to the pas-
sage (4) and measuring chamber (1).
The injector piston (2) and slide valve
(5) remain in this position until lubri-
cant pressure in the supply line (6) is
vented.
STAGE 4.
After venting, the injector spring ex-
pands, causing the slide valve (5) to
move, so that the passage (4) and
discharge chamber (3) are connected
by a valve port (8). Further expansion
of the spring causes the piston to
move upward, forcing the lubricant in
the measuring chamber (1) through
the passage (4) and valve port (8) to
refill the discharge chamber (3).
Injector is now ready for the next

cycle.

SYSTEM CHECKOUT The fourth dip switch is used to select “memory off”
or “memory on”. When the switch is set to “memory
To check system operation (not including timer), pro-
off”, a lube cycle will occur each time power is turned
ceed as follows:
on. The lube cycle will start at the beginning of the on
1. Start the engine. time setting.
2. Actuate the test switch at the reservoir/pump When the switch is set to “memory on”, the controller
assembly. will function as follows:
3. The motor and pump should operate until the
1. When power is turned off during ‘off time’
system attains 17,237 kPa (2500 psi).
(between cycles), the lube cycle will resume at
4. Once the required pressure is achieved, the the point of interruption after power is restored.
pump motor should turn off and the system In other words, the controller will remember its
should vent. position in the cycle.
5. Check for pump, hose or injector damage or 2. When power is turned off during ‘on time’ (dur-
leakage with the system under pressure. ing a cycle), the controller will reset to the
6. After checking system, stop the engine. beginning of the lube cycle after power is
Observing normal precautions regarding high restored.
voltage present in the propulsion system before
attempting to repair lube system.
Off time switch (1) is used to select units of time.
Lubrication Controller Check Possible time intervals are: 0.5, 1, 2, 4, 8, 15, 24 or
Pressing the manual lube button on the enclosure 30. The mode switch determines whether the off time
cover will initiate a lube event. (See Figure 3-7). units will be minutes or hours.
Cover (3) contains three LED windows and a manual
Lubrication Controller Operation lube switch. The LEDs indicate system operation and
The time between lube events is determined by the status. When power is on, a green LED will
setting of the rotary switch, which selects the illuminate. When the pump is on, another green LED
numeral setting, and the dip switch, which selects the will illuminate. A red LED will illuminate when an
units in either minutes or hours. alarm condition occurs.
Lubrication Controller Components

Mode switch (2, Figure 3-7) consists of four dip
switches. The first dip switch controls the maximum
amount of “on time”, either 30 seconds or 120 sec-
onds. Lubrication Controller Adjustment
The second dip switch controls the mode, either The lubrication controller is factory adjusted to the
timer mode or controller mode. When the switch is following switch settings:
set to the timer mode, the amount of time that the dip switch 1 - 120 seconds
pump is on will be determined by the setting of the
dip switch (30 seconds or 120 seconds). When the dip switch 2 - timer
switch is set to the controller mode, a pressure dip switch 3 - minutes
switch must be installed in the lube supply line. The
pressure switch will detect supply line pressure, and dip switch 4 - memory off
will reset the timer at a set pressure. If the pump fails
to reach the set pressure within the dip switch setting
(30 seconds or 120 seconds), the controller will ini- Rotary Switch - 15 minutes
tiate an alarm.
The third dip switch is for selecting the units for the
“off time” to be used in conjunction with off time
switch (1). Hours or minutes may be selected.

FIGURE 3-7. LUBRICATION CYCLE TIMER
1. Off Time Switch 3. Cover

2. Mode Switch

SYSTEM TROUBLESHOOTING CHART
If the following procedures do not correct the problem, contact a factory authorized service center.
TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION

Lube system not grounded. Correct grounding connections to pump
assembly and truck chassis.
Electrical power loss. Locate cause of power loss and repair. 24
VDC power required. Ensure key switch is
ON.
Timer malfunction. Replace timer assembly
Solenoid valve malfunctioning. Replace the solenoid valve assembly
Pump Does Not Operate
Relay malfunctioning Replace relay
Motor or pump malfunction. Repair or replace motor and/or pump
assembly. (Refer to Service Manual for
rebuild instructions.)
NOTE: On initial startup of the lube system, the timing capacitor will not contain a
charge, therefore the first timing cycle will be about double in length compared to
the normal interval. Subsequent timer cycles should be as specified.
Low lubricant supply. Dirt in reservoir, pump inlet clogged, filter
Pump Will Not Prime clogged.
Air trapped in lubricant supply line. Prime system to remove trapped air.
Lubricant supply line leaking. Check lines and connections to repair
Pump Will Not Build leakage.
Pressure Vent valve leaking. Clean or replace vent valve.
Pump worn or scored. Repair or replace pump assembly. (Refer
to Service Manual for rebuild instructions.)
NOTE: Normally, during operation, the injector indicator stem will move into the
body of the injector when pressure builds properly. When the system vents (pres-
sure release) the indicator stem will again move out into the adjusting yoke.
Malfunctioning injector - usually Replace individual injector assembly.
Injector Indicator Stem indicated by the pump building
Does Not Operate pressure and then venting.
All injectors inoperative - pump Service and/or replace pump assembly.
build up not sufficient to cycle injec- (Refer to Service Manual for rebuild
tors. instructions.)
No system pressure to the pump Check hydraulic hose from steering sys-
motor. tem.
No 24 VDC signal at pump sole- Determine problem in 24 VDC electric
Pressure Gauge Does Not noid. system.
Register Pressure Pressure reducing valve set too Refer to “Pressure Control Valve Adjust-
low. ment”.
24V Relay (RB7K8 or RB7K5) may Replace relay.
be defective.

TROUBLE POSSIBLE CAUSES SUGGESTED CORRECTIVE ACTION
Pump Pressure Builds No signal at solenoid. Check timer.

Very Slowly Or Not At All
Turn on electric power to pump.

Controller Does Not No electric power to controller. “POWER” LED should light, “PUMP ON”
Operate. LED should light when “MANUAL LUBE”
is pressed.
“PUMP ON” LED Lights,

But Load Connected To Printed circuit board failure. Remove and replace.
Terminals 3 & 4 Will Not
Energize
Load Connected To Printed circuit board failure or key- Remove and replace.
Terminals 3 & 4 pad failure.
Energized, But “PUMP
ON” LED Does Not Light
Controller memory mode is to OFF. Switch controller memory mode to ON.
Bearing Points
Excessively Lubricated
Injector output adjustment setting Readjust to lower setting.
too high.
Timer/controller cycle time setting Set to longer cycle time or reevaluate lube
too low. requirements.
Injector output adjustment setting Readjust injector output setting.

too low.
Bearing Points Are Not
Sufficiently Lubricated
Timer/controller cycle time setting Set to shorter cycle time or reevaluate

does not deliver lubricant often lube requirements.
enough.
System too large for pump output. Calculate system requirements per plan-
ning manual.

PREVENTIVE MAINTENANCE PROCEDURES
Use the following maintenance procedures to ensure
proper system operation.
Daily Lubrication System Inspection 4. Inspect all bearing points for a bead of lubricant
around the bearing seal.
1. Check grease reservoir level.
It is good practice to manually lube each bear-
Inspect grease level height after each shift of
ing point at the grease fitting provided on each
operation. Grease usage should be consistent
Injector. This will indicate if there are any frozen
from day-to-day operations.
or plugged bearings, and will help flush the
• Lack of lubricant usage would indicate an bearings of contaminants.
inoperative system. Excessive usage would 5. System Checkout
indicate a broken supply line.
a. Remove all SL-1 injector cover caps to allow
2. Check filter bypass indicator when filling reser-
visual inspection of the injector cycle indica-
voir. Replace element if bypassing.
tor pins during system operation.
3. Check all grease hoses from the SL-1 Injectors
b. Start truck engine.
to the lubrication points.
c. Actuate the lube system test switch (6, Fig-
a. Repair or replace all damaged feed line
ure 3-1). The hydraulic motor and grease
hoses.
pump should operate.
b. Ensure that all air is purged and all new feed
d. With the grease under pressure, check each
line hoses are filled with grease before send-
SL-1 injector assembly.
ing the truck back into service.
The cycle indicator pin should be retracted
4. Inspect key lubrication points for a bead of lubri- inside the injector body.
cant around seal. If a lubrication point appears
dry, troubleshoot and repair problem. e. When the system attains 17,237 kPa (2500
psi), the pump should shut off and the pres-
250 Hour Inspection sure in the system should drop to zero, vent-
ing back to the grease reservoir.
1. Check all grease hoses from the SL-1 Injectors
to the lubrication points (see, Figure 3-2). f. With the system vented, check all of the SL-1
injector indicator pins; all of the pins should
a. Repair or replace all worn / broken hoses.
be visible. Replace or repair injectors, if
b. Ensure that all air is purged and all new feed defective.
line hoses are filled with grease before send-
g. Reinstall all injector cover caps.
ing the truck back into service.
2. Check all grease supply line hoses from the h. Check timer operation.
pump to the SL-1 injectors. NOTE: With the engine on, the lube system should
a. Repair or replace all worn / broken supply activate within five minutes. The system should build
lines. 13,790 - 17,237 kPa (2000 - 2500 psi) within 25-40
seconds.
b. Ensure that all air is purged and all new sup-
ply line hoses are filled with grease before i. If the system is working properly, the
sending the truck back into service. machine is ready for operation.
3. Check grease reservoir level. j. If the system is malfunctioning, refer to the
troubleshooting chart.
a. Fill reservoir if low. Check filter bypass indi-
cator when filling reservoir. Replace element
if bypassing.
1000 Hour Inspection
b. Check reservoir for contaminants. Clean, if
required. 1. Check pump housing oil level. Refill to bottom
of level plug with SAE 10W-30 motor oil if nec-
c. Check that all filler plugs, covers and essary
breather vents on the reservoir are intact and
free of contaminants.

NOTES

SECTION Q
ALPHABETICAL INDEX
A Checkout Procedure . . . . . . . . . . . . . . . . . . . . . . J4-1
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . . . J4-9
Accelerator Pedal, Electronic . . . . . . . . . . . . . . . E2-46
Brakes, Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-1
Accumulator, Steering . . . . . . . . . . . . . . . . . . . . . . L5-4
Brake Manifold. . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Accumulator, Brake . . . . . . . . . . . . . . . . . . . . . . . J3-19
Brake Pad Conditioning,
AID System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-7
Front Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-9
Air Cleaners. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
Rear Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-30
Air Conditioning System . . . . . . . . . . . . . . . . . . . . N4-3
Brakes, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-1
Component Service . . . . . . . . . . . . . . . . . . . . . N4-10
Brake Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Alarm Indicating Device (AID) . . . . . . . . . . . . . . . . D3-7
Test and Adjustment . . . . . . . . . . . . . . . . . . . . . J3-13
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . . . D10-3
Antifreeze Recommendations . . . . . . . . . . . . . . . . P2-4
Anti-sway Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-6
Automatic Lubrication System . . . . . . . . . . . . . . . . P3-1
C
Axle, Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3 Cab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-1
Door Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2-6
Glass Replacement . . . . . . . . . . . . . . . . . . . . . N2-9
Capacities, Service . . . . . . . . . . . . . . . . . . . . . . . . P2-3
B
Charging Procedure
Batteries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2-3 Brake Accumulators . . . . . . . . . . . . . . . . . . . . . J3-23
Maintenance and Service . . . . . . . . . . . . . . . . . . D2-3 Steering Accumulators . . . . . . . . . . . . . . . . . . . . L5-9
Battery Charging System. . . . . . . . . . . . . . . . . . . D10-5 Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4-3
Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10-5 Checkout Procedures
Troubleshooting . . . . . . . . . . . . . . . . . . . . . . . D10-19 Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-1
Bearing, Wheel Hoist Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . L10-16
Front, Installation . . . . . . . . . . . . . . . . . . . . . . . . G3-5 Electrical Propulsion System . . . . . . . . . . . . . . . E3-1
Front, Adjustment . . . . . . . . . . . . . . . . . . . . . . . G3-11 Steering Circuit . . . . . . . . . . . . . . . . . . . . . . . . . L10-3
Bleeddown Manifold Valve . . . . . . . . . . . . . . . . . . L5-3 Circuit Breaker Chart . . . . . . . . . . . . . . . . . . . . . . D3-19
Body, Dump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3 Console Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-10
Body Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-3
Body Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-5 Counterbalance Valve . . . . . . . . . . . . . . . . . . . . . . L7-7
Body Position Indicator . . . . . . . . . . . . . . . . . . . . . B3-8 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-23
Body Sling Cable . . . . . . . . . . . . . . . . . . . . . . . . . . B3-7 Adjustment Procedure . . . . . . . . . . . . . . . . . . L10-18
Body-Up Switch . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15 Cranking (Starter) Motors . . . . . . . . . . . . . . . . . . . D2-7
Brake Accumulators . . . . . . . . . . . . . . . . . . . . . . J3-19 Cylinders
Brake Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2-1 Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8-14
Bleeding Procedures Steering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-25
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J5-10
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J6-32
Q01059 10/06 Alphabetical Index Q1-1

D Hoist Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-14
Hoist Relief Valve . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-5
Hoist Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Diode Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-6
Hub, Wheel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-1
Dump Body. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-3
HYDRAIR® II Suspensions
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
E
Oil and Nitrogen Specifications . . . . . . . . . . . H4-11
Electrical Propulsion Components . . . . . . . . . . . E2-38 Hydraulic,
Electric Start System (with Prelub™. . . . . . . . . . . D2-7 Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-3
Electrical System Schematic . . . . . . . . . . . . . . . . R1-1 Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1-1
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Steering & Brake Pump . . . . . . . . . . . . . . . . . . .L4-15
Engine/Alternator Mating . . . . . . . . . . . . . . . . . . C4-5 Strainer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-17
Engine Specifications. . . . . . . . . . . . . . . . . . . . . A2-3 System Flushing . . . . . . . . . . . . . . . . . . . . . . .L10-22
Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16
Troubleshooting
F Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Steering System. . . . . . . . . . . . . . . . . . . . . . . . .L10-3
Fan
Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Filters
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-3
I
Hoist Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-19 Indicator Lights . . . . . . . . . . . . . . . . . . . . . . . . . . N5-22
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-26 Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . N5-15
5 Minute Idle Timer . . . . . . . . . . . . . . . . . D3-4, N5-12
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-14
Flushing, Hydraulic System . . . . . . . . . . . . . . . .L10-22 L
®
Front Suspension, HYDRAIR II . . . . . . . . . . . . . H2-1 Ladders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B2-4
Front Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . J5-1 Lubrication and Service . . . . . . . . . . . . . . . . . . . . P2-1
Front Wheel Hub and Spindle. . . . . . . . . . . . . . . . G3-1 Lubrication Chart . . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Front Wheels and Tires . . . . . . . . . . . . . . . . . . . . G2-1 Lubrication System, Automatic . . . . . . . . . . . . . . . P3-1
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3
M
Manifold,
Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L5-3
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-24
Counterbalance Valve . . . . . . . . . . . . . . . . . . . . .L7-7
H Metric Conversion. . . . . . . . . . . . . . . . . . . . . . . . . A5-1
Heater/Air Conditioner . . . . . . . . . . . . . . . . . . . . . N4-3

Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N4-5
Hoist Circuit Operation . . . . . . . . . . . . . . . . . . . . . .L7-1

Hoist Cylinder Limit Switch . . . . . . . . . . . . . . . . . D3-16
Hoist Pilot Valve . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Q1-2 Alphabetical Index 10/06 Q01059

N Retarder Pedal, Electronic. . . . . . . . . . . . . . . . . . E2-46
Rims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .G2-8
Nitrogen Specifications . . . . . . . . . . . . . . . . . . . . H4-11
Rock Ejector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3-8
Reserve Engine Oil System. . . . . . . . . . . . . . . . .M31-1
O
Oiling and Charging Procedure, HYDRAIR® II . . . H4-3 S
Operator Controls . . . . . . . . . . . . . . . . . . . . . . . . . N5-1
Safety Rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3
Optional Equipment
Software, Propulsion Control System . . . . . . . . . E2-26
Engine Heaters . . . . . . . . . . . . . . . . . . . . . . . . . .M7-1
Seat, Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . N3-6
Fire Control System . . . . . . . . . . . . . . . . . . . . . .M2-1
Payload Meter III. . . . . . . . . . . . . . . . . . . . . . . .M20-1 Service Capacities . . . . . . . . . . . . . . . . . . . . . . . . . P2-1
Radiator Shutters . . . . . . . . . . . . . . . . . . . . . . .M19-1 Solenoid
Reserve Engine Oil System . . . . . . . . . . . . . . .M31-1 Bleeddown . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4-14
Outlet Strainer (Hydraulic Tank). . . . . . . . . . . . . . L3-17 Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M8-1
Counterbalance Valve . . . . . . . . . . . . . . . . . . . . . . L7-7 Specifications
Overhead Display . . . . . . . . . . . . . . . . . . . . . . . . N5-22 HYDRAIR® II Oil . . . . . . . . . . . . . . . . . . . . . . . H4-11
HYDRAIR® II Nitrogen . . . . . . . . . . . . . . . . . . . H4-11
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2-3
P Lubrication Chart. . . . . . . . . . . . . . . . . . . . . . . . . P2-5
Truck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2-3
Pedal
Spindle, Front Wheel Hub . . . . . . . . . . . . . . . . . . .G3-3
Service Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Starter (Cranking) Motors . . . . . . . . . . . . . . . . . . . D2-7
Throttle, Electronic . . . . . . . . . . . . . . . . . . . . . . E2-46
Status/Warning Indicator Lights . . . . . . . . . . . . . . N5-22
Retarder, Electronic . . . . . . . . . . . . . . . . . . . . . E2-46
Steering
Pin, Pivot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-3
Accumulator Charging Procedure . . . . . . . . . . . . L5-9
Plates, Warning and Caution . . . . . . . . . . . . . . . . . A4-1
Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N5-5
Power Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2-3
Hydraulic Check-Out Procedure . . . . . . . . . . . . L10-1
Power Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Cylinders . . . . . . . . . . . . . . . . . . . . . . . . G3-15, L5-25
Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C4-3 Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5-28
Engine/Alternator Mating . . . . . . . . . . . . . . . . . C4-5
Troubleshooting Chart (Steering Circuit). . . . . L10-10
Prelub™ System . . . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Strainer, Hydraulic Tank. . . . . . . . . . . . . . . . . . . . L3-17
Pump, Hoist System . . . . . . . . . . . . . . . . . . . . . . . L3-1
Suspension, HYDRAIR® II
Pump, Steering/Brake System. . . . . . . . . L4-15, L5-28
Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3-1
Switch
R Accumulator Pressure. . . . . . . . . . . . . . . . . . . . L4-15
Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3-4 Body-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3-15
Rear Axle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4-1 Low Steering Pressure . . . . . . . . . . . . . . . . . . . L4-15
Rear HYDRAIR® II Suspension. . . . . . . . . . . . . . . H3-1

Rear Tire and Rim . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Q01059 10/06 Alphabetical Index Q1-3

T W
Tank Warnings and Cautions . . . . . . . . . . . . . . . . . . . . A4-1
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4-3 Weights (Truck) . . . . . . . . . . . . . . . . . . . . . . . . . . A2-4
Hydraulic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L3-16 Wheel Bearing Adjustment, Front
Tie Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3-15 Tire Removed. . . . . . . . . . . . . . . . . . . . . . . . . . G3-11
Tires and Rims Tire Mounted . . . . . . . . . . . . . . . . . . . . . . . . . . G3-12
Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3 Wheel Hub and Spindle . . . . . . . . . . . . . . . . . . . . G3-1
Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5 Wheel Motor Removal/Installation . . . . . . . . . . . . G5-4
Toe-In Adjustment. . . . . . . . . . . . . . . . . . . . . . . . G3-18 Wheels and Tires
Tools, Special . . . . . . . . . . . . . . . . . . . . . . . . . . . . M8-1 Front. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-3
Torque Table (Standard) . . . . . . . . . . . . . . . . . . . . A5-1 Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G2-5
Troubleshooting Windshield and Rear Window Service . . . . . . . . N2-18
Air Cleaner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5-8 Windshield Washer. . . . . . . . . . . . . . . . . . . . . . . . N3-5
Alternator, 24VDC . . . . . . . . . . . . . . . . . . . . . . D10-3 Windshield Wiper . . . . . . . . . . . . . . . . . . . . . . . . . N3-3
Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . J4-7
Cranking Motors. . . . . . . . . . . . . . . . . . . . . . . . . D2-7
Hoist Pump . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Lincoln Lube. . . . . . . . . . . . . . . . . . . . . . . . . . . P3-13
Prelube Starter Circuit . . . . . . . . . . . . . . . . . . . . D2-8
Steering Circuit. . . . . . . . . . . . . . . . . . . . . . . . . .L10-3
2-Digit Display Panel . . . . . . . . . . . . . . . . . . . . . . E2-7
V
Valves
Bleeddown Solenoid . . . . . . . . . . . . . . . . . . . . .L4-14
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J3-3
Flow Amplifier . . . . . . . . . . . . . . . . . . . . . L4-4, L5-14
Hoist. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-3
Hoist Pilot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-10
Adjustment Procedure (Power Down) . . . . . .L10-17
Hoist Relief. . . . . . . . . . . . . . . . . . . . . . . . . . . .L10-16
Adjustment Procedure. . . . . . . . . . . . . . . . . .L10-16
Counterbalance . . . . . . . . . . . . . . . . . . . . . . . . . .L7-7
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .L8-23
Adjustment Procedure. . . . . . . . . . . . . . . . . .L10-19
Steering Control Unit . . . . . . . . . . . . . . . . . . . . .L5-18
VHMS System . . . . . . . . . . . . . . . . . . . . . . . . . . D11-1
Q1-4 Alphabetical Index 10/06 Q01059

SECTION R
SYSTEM SCHEMATICS
INDEX
HYDRAULIC BRAKE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH360
HYDRAULIC SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH361
830E-AC ELECTRICAL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XS3200
R01077 2/06 System Schematics R1-1

NOTES
R1-2 System Schematics 2/06 R01077

TREADLE and PILOT
ACTIVATED DUAL
CONTROLLER
PX
P1 P2
0 - 10,894 kPa B1 B2 0 - 20,648 kPa

(0 - 1580 psi) (0 - 3000 psi)
Park
BR BF Brake
STOP LOW BRAKE LOCK
LIGHT APPLY SWITCH
SW Service
6895 ± 172 kPa Brake
517 ± 34 kPa
FRONT (1000 ± 25 psi)
(75 ± 5 psi)
BRAKE
CALIPERS
REAR
BRAKE
CALIPERS
BRAKE LOCK
PRESSURE BRAKE LOCK
10,342 kPa SOLENOID 9653 kPa
9653 kPa (1500 psi) N.C. (1400 psi)
(1400 psi) NITROGEN
NITROGEN SV1
ORF2 PP3
AR2 PR1 BL AF2
AR1 AF1
T1
LOW BRAKE
PRESS SW
Closes below
T3
15,858 kPa LAP2
(2300 psi) PR2
HS1 PARK BRAKE
LAP1 PRESSURE REGULATOR
17,237 kPa
(2500 psi)
SP3 PK1
ORF1 PARK BRAKE
PK2 PRESSURE
SWITCH
BRAKE Closes
MANIFOLD below
8618 kPa
CV1 LS1 CV2 CV3 (1250 psi)
PS1 SV2
NV1 AA NV2 PARK BRAKE
STEERING SOLENOID
AUTOMATIC
PRESSURE
APPLY
SWITCH SP1
14,479 ± 517 kPa
Closes SUPPLY
(2100 ± 75 psi)
below
15,858 kPa HH360 JAN 06
(2300 psi) Hydraulic Schematic
22,063 to
NOTE: Solenoids and switches shown in their STEERING 24,132 kPa
Brake System
non-energized, non-pressurized positions. BLEEDOWN 830E-AC
(3200 to
MANIFOLD 3500 psi) Effective with A30001 & UP
XS3201 JUNE 05
ELECTRIC SCHEMATIC
INDEX AND SYMBOLS
830E-AC
A30001 and UP
SHEET 1 OF 35
XS3202-3 MAY 06
ELECTRIC SCHEMATIC
GE SYSTEM BLOCK DIAGRAM
830E-AC
A30001 and UP
SHEET 2 OF 35
XS3203-2 MAY 06
ELECTRIC SCHEMATIC
MAIN PROPULSION SCHEMATIC
830E-AC
A30001 and UP
SHEET 3 OF 35
XS3204 JUNE 05
ELECTRIC SCHEMATIC
GE 24/15V PWR DISTRIBUTION
830E-AC
A30001 and UP
SHEET 4 OF 35
XS3205-1 JAN 06
ELECTRIC SCHEMATIC
G.E. INVERTER FIRING
830E-AC
A30001 and UP
SHEET 5 OF 35
XS3206-1 JAN 06
ELECTRIC SCHEMATIC
G.E. INVERTER FIRING
830E-AC
A30001 and UP
SHEET 6 OF 35
XS3207-2 JAN 06
ELECTRIC SCHEMATIC
ENGINE - I/O
830E-AC
A30001 and UP
SHEET 7 OF 35
XS3208-1 JAN 06
ELECTRIC SCHEMATIC
G.E./24V - DIGITAL I/O
830E-AC
A30001 and UP
SHEET 8 OF 35
XS3209-1 JAN 06
ELECTRIC SCHEMATIC
CONTROL PANEL - ANALOG INPUTS
830E-AC
A30001 and UP
SHEET 9 OF 35
XS3210-2 MAY 06
ELECTRIC SCHEMATIC
24V POWER DISTRIB. & CKT PROTECT
830E-AC
A30001 and UP
SHEET 10 OF 35
XS3211-2 MAY 06
ELECTRIC SCHEMATIC
OPER. CAB/OVERHEAD WARNING LIGHTS
830E-AC
A30001 and UP
SHEET 11 OF 35
XS3212-2 MAY 06
ELECTRIC SCHEMATIC
830E-AC
A30001 and UP
SHEET 12 OF 35
XS3213-2 MAY 06
ELECTRIC SCHEMATIC
830E-AC
A30001 and UP
SHEET 13 OF 35
XS3214-3 MAY 06
ELECTRIC SCHEMATIC
830E-AC
A30001 and UP
SHEET 14 OF 35
XS3215-1 SEP 05
ELECTRIC SCHEMATIC
AUTO LUBE SYSTEM W/WARNING
830E-AC
A30001 and UP
SHEET 15 OF 35
XS3216-2 JAN 06
ELECTRIC SCHEMATIC
OPER. CAB GAUGES, OPTION SWITCHES
830E-AC
A30001 and UP
SHEET 16 OF 35
XS3217-1 JAN 06
ELECTRIC SCHEMATIC
HEATER, AIR CONDITIONER CONTROLS
830E-AC
A30001 and UP
SHEET 17 OF 35
XS3218 JUNE 05
ELECTRIC SCHEMATIC
WORK LIGHTS AND HORN
830E-AC
A30001 and UP
SHEET 18 OF 35
XS3219-1 JAN 06
ELECTRIC SCHEMATIC
RETARD LIGHTS, BACKUP LTS & HORNS
830E-AC
A30001 and UP
SHEET 19 OF 35
XS3220-3 MAY 06
ELECTRIC SCHEMATIC
OPERATOR DRIVE SYSTEM CONTROLS
830E-AC
A30001 and UP
SHEET 20 OF 35
XS3221-1 MAY 06
ELECTRIC SCHEMATIC
RADIO, WINDOWS & WIPER CONTROL
830E-AC
A30001 and UP
SHEET 21 OF 35
XS3222-1 MAY 06
ELECTRIC SCHEMATIC
TURN SIGNAL & CLEARANCE LIGHTS
830E-AC
A30001 and UP
SHEET 22 OF 35
XS3223 JUNE 05
ELECTRIC SCHEMATIC
FOG LIGHTS AND HEAD LIGHTS
830E-AC
A30001 and UP
SHEET 23 OF 35
XS3224-1 JAN 06
ELECTRIC SCHEMATIC
OPERATOR CAB - INSTRUMENT LIGHTS
830E-AC
A30001 and UP
SHEET 24 OF 35
XS3225-2 MAY 06
ELECTRIC SCHEMATIC
KEY SWITCH & 5-MINUTE IDLE
830E-AC
A30001 and UP
SHEET 25 OF 35
XS3226-1 JAN 06
ELECTRIC SCHEMATIC
QSK-60 START CIRCUIT
830E-AC
A30001 and UP
SHEET 26 OF 35
XS3227-2 MAY 06
ELECTRIC SCHEMATIC
ENGINE CIRCUITS - CUMMINS QSK-60
830E-AC
A30001 and UP
SHEET 27 OF 35
XS3228-2 JAN 06
ELECTRIC SCHEMATIC
PAYLOAD METER 3 CIRCUITS
830E-AC
A30001 and UP
SHEET 28 OF 35
XS3229-1 JAN 06
ELECTRIC SCHEMATIC
DIAG. PORTS/DISPATCH SYSTEM
830E-AC
A30001 and UP
SHEET 29 OF 35
XS3230-1 JAN 06
ELECTRIC SCHEMATIC
PARK BRAKE & GE I/O
830E-AC
A30001 and UP
SHEET 30 OF 35
XS3231-1 JAN 06
ELECTRIC SCHEMATIC
WINDSHLD WIPER & TURN SIG. CNTRLS
830E-AC
A30001 and UP
SHEET 31 OF 35
XS3232-2 JAN 06
ELECTRIC SCHEMATIC
VHMS. INTERFACE ORBCOM MODULES
830E-AC
A30001 and UP
SHEET 32 OF 35
XS3233-1 JAN 06
ELECTRIC SCHEMATIC
BATTERY BOX
830E-AC
A30001 and UP
SHEET 33 OF 35
XS3234-2 JAN 06
ELECTRIC SCHEMATIC
CIRCUIT LOCATOR SHEET
830E-AC
A30001 and UP
SHEET 34 OF 35
XS3235-3 Jan 06
ELECTRIC SCHEMATIC
COMPONENT LOCATOR SHEET
830E-AC
A30001 and UP
SHEET 35 OF 35
®
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Komatsu America Corp. Copyright 2006 Komatsu

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Manual 830E AC-Ingles

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CEBM016202

SERIAL NUMBERS A30001 & UP

Replacement parts manufactured and supplied by unauthorized sources may not be

A00040 8/06 Introduction A-1

“DANGER” identifies a specific potential hazard WHICH WILL

“WARNING” identifies a specific potential hazard WHICH

“CAUTION” is used for general reminders of proper safety

A-2 Introduction 8/06 A00040

ENGINE, FUEL, COOLING AND AIR CLEANER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C

ELECTRIC SYSTEM (24 VDC. NON-PROPULSION) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D

ELECTRIC PROPULSION AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E

DRIVE AXLE, SPINDLES AND WHEELS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G

OPTIONS AND SPECIAL TOOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M

LUBRICATION AND SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P

A00040 8/06 Introduction A-3

A-4 Introduction 8/06 A00040

MAJOR COMPONENTS & SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2

GENERAL SAFETY AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3

WARNINGS AND CAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A4

STANDARD TORQUE CHARTS AND CONVERSION TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A5

A01001 02/94 Index A1-1

A1-2 Index 02/94 A01001

A02073 3/06 Major Component Description A2-1

A2-2 Major Component Description 3/06 A02073

DISC PARKING BRAKE

A02073 3/06 Major Component Description A2-3

*Nominal payload is defined by Komatsu America

OVERALL TRUCK DIMENSIONS

A2-4 Major Component Description 3/06 A02073

GENERAL SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-3

PRECAUTIONS FOR TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-6

OPERATING THE MACHINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-7

WORKING NEAR BATTERIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-11

PRECAUTIONS FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12

BEFORE PERFORMING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-12

DURING MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-13

ADDITIONAL JOB SITE RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-16

WHEN REPAIRS ARE NECESSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-17

SPECIAL PRECAUTIONS FOR WORKING ON A 830E-AC TRUCK . . . . . . . . . . . . . . . . . . . . . . . . A3-18

TRUCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21

PREPARING FOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21

WALK AROUND INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-21

ENGINE START-UP SAFETY PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-25

AFTER ENGINE HAS STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26

MACHINE OPERATION SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-26

MACHINE OPERATION ON THE HAUL ROAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-27

STARTING ON A GRADE WITH A LOADED TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-28

SUDDEN LOSS OF ENGINE POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-30

SAFE PARKING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31

NORMAL ENGINE SHUTDOWN PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-31

A03030 3/06 General Safety and Operating Instructions A3-1

EMERGENCY STEERING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-33

DISABLED TRUCK DUMPING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-34

RESERVE ENGINE OIL SYSTEM (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A3-36

A3-2 General Safety and Operating Instructions 3/06 A03030

Read and follow all safety precautions. Failure to

• When working with another operator or a person Unauthorized Modification

A03030 3/06 General Safety and Operating Instructions A3-3

Asbestos Dust Hazard Prevention

A3-4 General Safety and Operating Instructions 3/06 A03030

Precautions For Optional Attachments

A03030 3/06 General Safety and Operating Instructions A3-5

Safety Is Thinking Ahead • Remove all wood chips,

A3-6 General Safety and Operating Instructions 3/06 A03030